Night Commuting Lights: One 800 lumen or Two 500 lumen lights?
#51
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Headlight glare is a common enough issue to be included in NMVCCS contributing factor coding for accident reporting. It's consistently one of the top areas for public regulatory comment at NHTSA. It's been recognized as a serious safety issue since the days of 500-lumen sealed beam head lamps.
NHTSA says 30% of motorists report headlight glare-blindness sufficient to disturb vehicle operation, while 1% report headlight glare as the cause of an accident or near-miss within the past 12 months. It's a prevalent cause of accidents, enough to make it a high regulatory priority at NHTSA.
With bicycle headlights now readily available at twice the output of standard auto low-beams, and most states not imposing the same beam-pattern regulations on bicycles that apply to cars, trucks, motorcycles, or farm equipment, complaints about bicycle headlight glare are rising, and it's probably just a matter of time until state legislatures begin to take action.
NHTSA says 30% of motorists report headlight glare-blindness sufficient to disturb vehicle operation, while 1% report headlight glare as the cause of an accident or near-miss within the past 12 months. It's a prevalent cause of accidents, enough to make it a high regulatory priority at NHTSA.
With bicycle headlights now readily available at twice the output of standard auto low-beams, and most states not imposing the same beam-pattern regulations on bicycles that apply to cars, trucks, motorcycles, or farm equipment, complaints about bicycle headlight glare are rising, and it's probably just a matter of time until state legislatures begin to take action.
Semis are the worst as their lights are higher placed and most are running HID so when they come up behind you it causes problems because looking back is like looking into the sun.
I have really good night vision and think this also causes a little more sensitivity to having the rods burned out of one's eyes which then kills your night vision.
I agree that regulations are coming for bicycle lighting as lots of folks have just gone nuts with being the brightest little stars in the night and a lot of the lower end and diy set ups don't have anything you could call a proper reflector and lense which is what really makes for a good light
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I agree that regulations are coming for bicycle lighting as lots of folks have just gone nuts with being the brightest little stars in the night and a lot of the lower end and diy set ups don't have anything you could call a proper reflector and lense which is what really makes for a good light
I also ride highways, StVZO lights don't shine high enough to light up elevated highway signs.
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Semi manufacturers are aware of the glare and the liability issues it can raise. Freightliner just made LED headlights standard on all their models, citing headlight glare for other road users as a significant issue.
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Headlight glare is a common enough issue to be included in NMVCCS contributing factor coding for accident reporting. It's consistently one of the top areas for public regulatory comment at NHTSA. It's been recognized as a serious safety issue since the days of 500-lumen sealed beam head lamps.
NHTSA says 30% of motorists report headlight glare-blindness sufficient to disturb vehicle operation, while 1% report headlight glare as the cause of an accident or near-miss within the past 12 months. It's a prevalent cause of accidents, enough to make it a high regulatory priority at NHTSA.
With bicycle headlights now readily available at twice the output of standard auto low-beams, and most states not imposing the same beam-pattern regulations on bicycles that apply to cars, trucks, motorcycles, or farm equipment, complaints about bicycle headlight glare are rising, and it's probably just a matter of time until state legislatures begin to take action.
NHTSA says 30% of motorists report headlight glare-blindness sufficient to disturb vehicle operation, while 1% report headlight glare as the cause of an accident or near-miss within the past 12 months. It's a prevalent cause of accidents, enough to make it a high regulatory priority at NHTSA.
With bicycle headlights now readily available at twice the output of standard auto low-beams, and most states not imposing the same beam-pattern regulations on bicycles that apply to cars, trucks, motorcycles, or farm equipment, complaints about bicycle headlight glare are rising, and it's probably just a matter of time until state legislatures begin to take action.
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Regulation isn't coming. Very few countries in the world have regulations regarding the beam shape of a bike light, best known regulation regarding bike lights, the German StVZO requirements, only apply to bikes above a certain weight and aimed at city bikes, cause mountain bikers like to use 2000-3000 lumens and light up the forest.
Most likely, the regulation will be far less detailed than StVZO. For example, here in Washington State, the regulations for single-beam automotive headlights specify that:
(1) The head lamps shall be so aimed that when the vehicle is not loaded none of the high intensity portion of the light shall at a distance of twenty-five feet ahead project higher than a level of five inches below the level of the center of the lamp from which it comes, and in no case higher than forty-two inches above the level on which the vehicle stands at a distance of seventy-five feet ahead;
(2) The intensity shall be sufficient to reveal persons and vehicles at a distance of at least two hundred feet.
There's nothing in that about the beam pattern itself, only the result of beam pattern plus headlight alignment. Even a terribly-inefficient round-beam flashlight could comply with that as long as it is aimed low enough to not shine in the eyes of oncoming traffic. A light with a good beam pattern can be aimed further forward while still complying, since the cutoff keeps the high-intensity portion of the beam below level.
There has already been some discussion of applying that basic rule to bright bicycle headlights used on the road. The devil of course is in the details... How bright does a light have to be before you're prohibited from aiming it above level? What units are used for measuring that intensity, and whose measurement of those units do you use? Most manufacturer claims can't be trusted...
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Regulation is coming, legislators are aware of the issue and complaints are rising.
Most likely, the regulation will be far less detailed than StVZO. For example, here in Washington State, the regulations for single-beam automotive headlights specify that:
(1) The head lamps shall be so aimed that when the vehicle is not loaded none of the high intensity portion of the light shall at a distance of twenty-five feet ahead project higher than a level of five inches below the level of the center of the lamp from which it comes, and in no case higher than forty-two inches above the level on which the vehicle stands at a distance of seventy-five feet ahead;
(2) The intensity shall be sufficient to reveal persons and vehicles at a distance of at least two hundred feet.
There's nothing in that about the beam pattern itself, only the result of beam pattern plus headlight alignment. Even a terribly-inefficient round-beam flashlight could comply with that as long as it is aimed low enough to not shine in the eyes of oncoming traffic. A light with a good beam pattern can be aimed further forward while still complying, since the cutoff keeps the high-intensity portion of the beam below level.
There has already been some discussion of applying that basic rule to bright bicycle headlights used on the road. The devil of course is in the details... How bright does a light have to be before you're prohibited from aiming it above level? What units are used for measuring that intensity, and whose measurement of those units do you use? Most manufacturer claims can't be trusted...
Most likely, the regulation will be far less detailed than StVZO. For example, here in Washington State, the regulations for single-beam automotive headlights specify that:
(1) The head lamps shall be so aimed that when the vehicle is not loaded none of the high intensity portion of the light shall at a distance of twenty-five feet ahead project higher than a level of five inches below the level of the center of the lamp from which it comes, and in no case higher than forty-two inches above the level on which the vehicle stands at a distance of seventy-five feet ahead;
(2) The intensity shall be sufficient to reveal persons and vehicles at a distance of at least two hundred feet.
There's nothing in that about the beam pattern itself, only the result of beam pattern plus headlight alignment. Even a terribly-inefficient round-beam flashlight could comply with that as long as it is aimed low enough to not shine in the eyes of oncoming traffic. A light with a good beam pattern can be aimed further forward while still complying, since the cutoff keeps the high-intensity portion of the beam below level.
There has already been some discussion of applying that basic rule to bright bicycle headlights used on the road. The devil of course is in the details... How bright does a light have to be before you're prohibited from aiming it above level? What units are used for measuring that intensity, and whose measurement of those units do you use? Most manufacturer claims can't be trusted...
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I have ridden around with 2000 lumens in the city. Its completely unnecessary and largely ineffective due to saturation. I prefer about 600 or so from two lights. The whinging and moaning about bike headlights will prove to be just as ineffectual as the decades of whinging and moaning about the 10000 lumen HID headlights.
Headlight regulations on cars are primarily effective at the manufacturer level in the U.S., with regulation of beam pattern and aim.
At the consumer level, enforcement is rare, mainly complaint-based or post-accident. Civil liability is also a post-accident concern.
In between, federal regulators have forced many aftermarket/retrofit lighting systems off the market under FMVSS 108.
If the complaints about bicycle headlights became anywhere close to as effective as the complaints about HID headlights, we'd see Federal regulation of beam pattern and intensity at the manufacturer/importer level.
I don't think that's likely, but I do expect we will see state-level bicycle headlight regulation in the U.S. in the next few years as the cost per kilolumen continues to drop.
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It would still be legal to use Magicshine etc., they'd just have to be aimed low enough not to glare-blind oncoming traffic.
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The primary concern isn't brightness, but glare. A badly-aimed 200-lumen flashlight can be more hazardous to oncoming traffic than a well-aimed 1,000-lumen light with a decent beam pattern.
It would still be legal to use Magicshine etc., they'd just have to be aimed low enough not to glare-blind oncoming traffic.
It would still be legal to use Magicshine etc., they'd just have to be aimed low enough not to glare-blind oncoming traffic.
#61
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Problem solved.
But, seriously, I can see why there's increased tension between cyclists and motorists in the US. It seems like a very minor proportion of cyclists are very vocal a-holes.
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Montreal has one of the best public transit systems in the world so people aren't FORCED to make a choice between driving a car or bike to work.
But all those bikes in the Citi-bike program in NYC, Boston, Chattanooga, Minneapolis, Washington, D.C. and Chicago are coming from Quebec. Sorry if most people that use it here you consider 'tourists'.
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Those Chinese clones are great for people who just want one bike light and forget it, they're affordable and easy to use. And personally, I don't use battery powered front lights anymore, it's all dynamo now for me. I'm the 400-1200 lumen dynamo light type of guy, once I started out equipping my bikes with dynamo, I didn't bother with mounting lights on and off bikes anymore, nor having my light mounts stolen (lowlifes seriously do that).
I also use a helmet light (that should start another firestorm) and wouldn't relish the idea of a cord running from my bike to my helmet.
Different Chinese lights have different beams, there's a bunch of them, mtbr does a light beam shootout (don't know if they still do) and you can compare your favourite beloved light to the new offerings. Whatever you've been using for 5 years is outdated and certainly will not fetch the same price today (but you're more than welcome to prove me wrong, which I'm sure you'll do).
So you say you're a high intensity high frequency user, and you're still using battery lights? I don't "test" things, I just ride my dynamo powered bike.
So you say you're a high intensity high frequency user, and you're still using battery lights? I don't "test" things, I just ride my dynamo powered bike.
Anyone seen those super high end HIDs on newer cars go over speed bumps and shine all that 4 digit lumens directly ahead? At least you know the car is there, and you're blinded for what, half a second? You "temporary blindness is bad" people need to chill, drivers appreciate that you got lights and that you're visible. Motorist whine about ninja cyclist a 1000x more than "temporary blindness" lights.
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Stuart Black
Plan Epsilon Around Lake Michigan in the era of Covid
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Pokin' around the Poconos A cold ride around Lake Erie
Dinosaurs in Colorado A mountain bike guide to the Purgatory Canyon dinosaur trackway
Solo Without Pie. The search for pie in the Midwest.
Picking the Scablands. Washington and Oregon, 2005. Pie and spiders on the Columbia River!
#64
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Regulation is coming, legislators are aware of the issue and complaints are rising.
Most likely, the regulation will be far less detailed than StVZO. For example, here in Washington State, the regulations for single-beam automotive headlights specify that:
(1) The head lamps shall be so aimed that when the vehicle is not loaded none of the high intensity portion of the light shall at a distance of twenty-five feet ahead project higher than a level of five inches below the level of the center of the lamp from which it comes, and in no case higher than forty-two inches above the level on which the vehicle stands at a distance of seventy-five feet ahead;
(2) The intensity shall be sufficient to reveal persons and vehicles at a distance of at least two hundred feet.
There's nothing in that about the beam pattern itself, only the result of beam pattern plus headlight alignment. Even a terribly-inefficient round-beam flashlight could comply with that as long as it is aimed low enough to not shine in the eyes of oncoming traffic. A light with a good beam pattern can be aimed further forward while still complying, since the cutoff keeps the high-intensity portion of the beam below level.
There has already been some discussion of applying that basic rule to bright bicycle headlights used on the road. The devil of course is in the details... How bright does a light have to be before you're prohibited from aiming it above level? What units are used for measuring that intensity, and whose measurement of those units do you use? Most manufacturer claims can't be trusted...
Most likely, the regulation will be far less detailed than StVZO. For example, here in Washington State, the regulations for single-beam automotive headlights specify that:
(1) The head lamps shall be so aimed that when the vehicle is not loaded none of the high intensity portion of the light shall at a distance of twenty-five feet ahead project higher than a level of five inches below the level of the center of the lamp from which it comes, and in no case higher than forty-two inches above the level on which the vehicle stands at a distance of seventy-five feet ahead;
(2) The intensity shall be sufficient to reveal persons and vehicles at a distance of at least two hundred feet.
There's nothing in that about the beam pattern itself, only the result of beam pattern plus headlight alignment. Even a terribly-inefficient round-beam flashlight could comply with that as long as it is aimed low enough to not shine in the eyes of oncoming traffic. A light with a good beam pattern can be aimed further forward while still complying, since the cutoff keeps the high-intensity portion of the beam below level.
There has already been some discussion of applying that basic rule to bright bicycle headlights used on the road. The devil of course is in the details... How bright does a light have to be before you're prohibited from aiming it above level? What units are used for measuring that intensity, and whose measurement of those units do you use? Most manufacturer claims can't be trusted...
StVZO is the German rulebook for vehicles on the road, including bicycles. Lupine has already previously had legal issues for presenting their high powered lights as 'bike lights' without stating that they were for offroad use only and not StVZO compliant.
Cyclists who insist on their right to temporarily blind oncoming traffic are just setting themselves up to be potential victims of road rage - good luck with that. In an encounter with a cager - I have little doubt that the cyclist will come up short.
https://haysfreepress.com/2012/04/07/...#axzz2c2WpR34z
https://www.croatiantimes.com/news/Ar...age_Murder_Bid
https://www.telegraph.co.uk/news/ukne...ge-attack.html
And according to some police sources - flashing or pointing your lights at other motorist is in itself considered 'road rage' and can be charged as such.
https://ci.bloomington.mn.us//cityhal.../road_rage.htm
Last edited by Burton; 08-15-13 at 06:34 AM.
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Every day 2,524,500 people manage to use the combination of 68 metro stations and 190 bus routes packed onto an island only 50km by 15km, but you HAVE TO walk 17 km cause its faster? I doubt it. The only reason I can think of for that is if you're working a graveyard shift in some obscure industrial location in which case you'd still have a harder time finding lunch or coffee than finding a bus that runs all night.
Last edited by Burton; 08-15-13 at 07:46 AM.
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I'm not a fan of bike share programs. They do little to get everyday commuters out of their cages.
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nonsense. in portland, motorists are far more worried about hitting a ninja than being very briefly flashed with a bright light by a cyclist approaching an intersection at 25 mph.
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#73
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You'll have to excuse me if I don't buy that one.
Every day 2,524,500 people manage to use the combination of 68 metro stations and 190 bus routes packed onto an island only 50km by 15km, but you HAVE TO walk 17 km cause its faster? I doubt it. The only reason I can think of for that is if you're working a graveyard shift in some obscure industrial location in which case you'd still have a harder time finding lunch or coffee than finding a bus that runs all night.
Every day 2,524,500 people manage to use the combination of 68 metro stations and 190 bus routes packed onto an island only 50km by 15km, but you HAVE TO walk 17 km cause its faster? I doubt it. The only reason I can think of for that is if you're working a graveyard shift in some obscure industrial location in which case you'd still have a harder time finding lunch or coffee than finding a bus that runs all night.
mtl:
top 6 that I use most often (keep in wallet ... have a box with the currency/cards that I use otherwise).
as far as currency in the wallet:
i assume the GBP will be added quite soon
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It's pretty easy to build a Y cable to allow you to run two batteries for the same light. Takes a little solder and some shrink wrap tubing. The 2S2P 18650 packs I use (that's the Magic Shine one) will last about 2 hours on high. With a Y cable, I can get 4 hour run times without changing batteries. I have enough batteries that I could run 3 lamps for 8 hours.
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You are aware, I assume, of the multi-million-dollar Federal cases against illegal HID retrofit companies?
Headlight regulations on cars are primarily effective at the manufacturer level in the U.S., with regulation of beam pattern and aim.
At the consumer level, enforcement is rare, mainly complaint-based or post-accident. Civil liability is also a post-accident concern.
In between, federal regulators have forced many aftermarket/retrofit lighting systems off the market under FMVSS 108.
If the complaints about bicycle headlights became anywhere close to as effective as the complaints about HID headlights, we'd see Federal regulation of beam pattern and intensity at the manufacturer/importer level.
I don't think that's likely, but I do expect we will see state-level bicycle headlight regulation in the U.S. in the next few years as the cost per kilolumen continues to drop.
Headlight regulations on cars are primarily effective at the manufacturer level in the U.S., with regulation of beam pattern and aim.
At the consumer level, enforcement is rare, mainly complaint-based or post-accident. Civil liability is also a post-accident concern.
In between, federal regulators have forced many aftermarket/retrofit lighting systems off the market under FMVSS 108.
If the complaints about bicycle headlights became anywhere close to as effective as the complaints about HID headlights, we'd see Federal regulation of beam pattern and intensity at the manufacturer/importer level.
I don't think that's likely, but I do expect we will see state-level bicycle headlight regulation in the U.S. in the next few years as the cost per kilolumen continues to drop.