Too Bright
#126
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honestly, i think that most won't understand it until they use one.
it only highlights what's necessary, which is very nice when commuting in darkness, rather than everything, which i find completely useless as one's eyes don't adjust to the dark as well.
more is not better when it comes to most things, including bike lights.
it only highlights what's necessary, which is very nice when commuting in darkness, rather than everything, which i find completely useless as one's eyes don't adjust to the dark as well.
more is not better when it comes to most things, including bike lights.
#127
Banned
that's why police lights flash and aren't solid.
do you make this stuff up to justify a cheap ebay light purchase?
#128
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for example, this study suggests that flashing lights are not more easily detected than static lights.
https://www.ncbi.nlm.nih.gov/pubmed/22269563
the search function on bike forums will also lead you to threads on this topic.
#129
Banned
you do realize that flashers can have spill too. it's also amusing that you accuse me of making stuff up while issuing an unsupported proclamation as "fact".
for example, this study suggests that flashing lights are not more easily detected than static lights.
https://www.ncbi.nlm.nih.gov/pubmed/22269563
the search function on bike forums will also lead you to threads on this topic.
for example, this study suggests that flashing lights are not more easily detected than static lights.
https://www.ncbi.nlm.nih.gov/pubmed/22269563
the search function on bike forums will also lead you to threads on this topic.
what does this figure tell you about flashing vs. static lights?
#130
Banned
also FYI ... this is the body of the text:
There was also a significant main effect of bicycle light, F(2,21) = 15.93, p < .001, partial η2 = .60, such that the mean response distance was longer in the no-light condition (75.0 m) than in either the static (49.0 m) or flashing (52.1 m) light conditions. The static and flashing conditions did not differ significantly. The primary reason for the significant main effect of bicycle light was that the light, whether it was static or flashing, decreased response distances in the vest, ankle and knee condition relative to the no-light condition. This pattern may have resulted from the bicycle light (mounted on the handlebars) acting as a glare source that reduced the drivers’ ability to see the reflective markings on the ankles and knees. Accordingly, there was also a significant interaction between clothing and bicycle light, F(4,19) = 5.14, p = .006, partial η2 = .52, as can be seen in Fig. 3. Post hoc interaction contrasts showed that the difference between the vest condition and the vest, ankle and knee condition was greater in the absence of lights than in either the static or flashing conditions. The difference between the vest and black condition was also greater in the absence of lights than in either the static or flashing conditions.
that's why the StVZO anti-angle conditions make sense
way to shoot your argument in the foot ... quit trolling pubmed OK
x ∞
There was also a significant main effect of bicycle light, F(2,21) = 15.93, p < .001, partial η2 = .60, such that the mean response distance was longer in the no-light condition (75.0 m) than in either the static (49.0 m) or flashing (52.1 m) light conditions. The static and flashing conditions did not differ significantly. The primary reason for the significant main effect of bicycle light was that the light, whether it was static or flashing, decreased response distances in the vest, ankle and knee condition relative to the no-light condition. This pattern may have resulted from the bicycle light (mounted on the handlebars) acting as a glare source that reduced the drivers’ ability to see the reflective markings on the ankles and knees. Accordingly, there was also a significant interaction between clothing and bicycle light, F(4,19) = 5.14, p = .006, partial η2 = .52, as can be seen in Fig. 3. Post hoc interaction contrasts showed that the difference between the vest condition and the vest, ankle and knee condition was greater in the absence of lights than in either the static or flashing conditions. The difference between the vest and black condition was also greater in the absence of lights than in either the static or flashing conditions.
that's why the StVZO anti-angle conditions make sense
way to shoot your argument in the foot ... quit trolling pubmed OK
x ∞
#131
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also FYI ... this is the body of the text:
There was also a significant main effect of bicycle light, F(2,21) = 15.93, p < .001, partial η2 = .60, such that the mean response distance was longer in the no-light condition (75.0 m) than in either the static (49.0 m) or flashing (52.1 m) light conditions. The static and flashing did not differ significantly. The primary reason for the significant main effect of bicycle light was that the light, whether it was static or flashing, decreased response distances in the vest, ankle and knee condition relative to the no-light condition. This pattern may have resulted from the bicycle light (mounted on the handlebars) acting as a glare source that reduced the drivers’ ability to see the reflective markings on the ankles and knees. Accordingly, there was also a significant interaction between clothing and bicycle light, F(4,19) = 5.14, p = .006, partial η2 = .52, as can be seen in Fig. 3. Post hoc interaction contrasts showed that the difference between the vest condition and the vest, ankle and knee condition was greater in the absence of lights than in either the static or flashing conditions. The difference between the vest and black condition was also greater in the absence of lights than in either the static or flashing conditions.
There was also a significant main effect of bicycle light, F(2,21) = 15.93, p < .001, partial η2 = .60, such that the mean response distance was longer in the no-light condition (75.0 m) than in either the static (49.0 m) or flashing (52.1 m) light conditions. The static and flashing did not differ significantly. The primary reason for the significant main effect of bicycle light was that the light, whether it was static or flashing, decreased response distances in the vest, ankle and knee condition relative to the no-light condition. This pattern may have resulted from the bicycle light (mounted on the handlebars) acting as a glare source that reduced the drivers’ ability to see the reflective markings on the ankles and knees. Accordingly, there was also a significant interaction between clothing and bicycle light, F(4,19) = 5.14, p = .006, partial η2 = .52, as can be seen in Fig. 3. Post hoc interaction contrasts showed that the difference between the vest condition and the vest, ankle and knee condition was greater in the absence of lights than in either the static or flashing conditions. The difference between the vest and black condition was also greater in the absence of lights than in either the static or flashing conditions.
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Stuart Black
Plan Epsilon Around Lake Michigan in the era of Covid
Old School…When It Wasn’t Ancient bikepacking
Gold Fever Three days of dirt in Colorado
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!
#132
Banned
That it made no difference. Overlapping error bars.
Another, more reasonable conclusion is that an active light made the use of reflective clothing superfluous. That's the point of using a light. If a driver sees a bicyclist's lights before he sees his own light reflecting back off reflective material, the active lights have done their job. The reflective material is a fill-in, secondary system and shouldn't be your primary system. We have a name for people who depend 100% on reflective material for night time riding...Squished.
Another, more reasonable conclusion is that an active light made the use of reflective clothing superfluous. That's the point of using a light. If a driver sees a bicyclist's lights before he sees his own light reflecting back off reflective material, the active lights have done their job. The reflective material is a fill-in, secondary system and shouldn't be your primary system. We have a name for people who depend 100% on reflective material for night time riding...Squished.
#133
What, me worry?
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I also found an ideal connector which I will use when the original connectors fail (notice the "when" and not the "if"!).
https://www.ebay.com/itm/New-JNEG-2-P...-/370883396434
#134
Senior Member
I saw a guy the other day whose reflective jacket was way too bright. Nearly the entire back was reflective, and although I knew it was a bike because I was on a trail and overtaking, from a distance, it didn't call out "bike." Looked more like a highway traffic cone or barrier.
#136
What, me worry?
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When I reach my work, I unclip the pannier, the battery connector for the MS clone, and I have everything with me. Also true when I'm running errands, with the exception of the light itself which is securely bolted to the bike instead of that !#!$!@@ rubber band that came with it.
#137
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Lux meansurement is specified at TA 23:
https://translate.google.com/translat...ng.htm&act=url
If a light is to be StVZO approved, it has to be tested and receive a ~K approval number.
Last edited by jputnam; 11-21-13 at 12:16 AM.
#139
What, me worry?
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I've wen't ahead and ordered a few connectors, just to have some on stock, and will check out the quality when they arrive.
#140
we be rollin'
I have a NiteRider 600. Been using it for a couple years. I commute year round, 5 days a week, and always in the dark very early in the morning. I run this light on the lowest setting (250 lumens) 95% of the time. Lights like this are like high horsepower engines. You rarely need the power, but when you do, it's nice to have.
Matt
Matt
#141
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I'll try it out during the weekend and see how it works.
#142
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It's not uncommon to for a person to come inside on a bright summer day and have it take several minutes to be able to see well in lighting that is still bright enough that you're using full-color vision. This is not "night vision" using the rods, just adjusting from more intense lighting that has lowered the sensitivity of the cones.
NHTSA has actually sponsored some excellent research on the impact of lighting and glare on driving, it's one of their most active areas for consumer complaints and a recognized contributor to many accidents.
#143
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recognized contributor is another of those wishy washy terms that can mean just about anything. in my experience there is basically no enforcement of 3rd party vehicle lighting in the usa. as a cyclist who rides in traffic 95% of the time i am routinely blinded by idjits with absurdly bright halogen/led lights on a high truck-body vehicle (suv/light truck). imo, this is a far more pressing safety issue than a few cyclists with chinese magicshine clones.
#144
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I cover my light as courtesy for oncoming cyclists. It avoids that moment of possible blindness as you pass so close on the MUP. So far nobody returns the favor with their bright lights but I understand they may not get it. I still do it to make their commute a little nicer.
I run on my lowest - and no flashing. I don't understand the need for flashing on the MUP anyway (like the guy today in the middle of the day).
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recognized contributor is another of those wishy washy terms that can mean just about anything. in my experience there is basically no enforcement of 3rd party vehicle lighting in the usa. as a cyclist who rides in traffic 95% of the time i am routinely blinded by idjits with absurdly bright halogen/led lights on a high truck-body vehicle (suv/light truck). imo, this is a far more pressing safety issue than a few cyclists with chinese magicshine clones.
Local enforcement can become more of a priority if more local citizens complain.
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