Tag: reflective vests

This Wednesday came into force the regulations of the municipality of San Miguel de Tucum án that requires motorcyclists to use this garment as a badge.

The measure created a stir among drivers and divided opinions on different paths.

“The regulatory use of vests is already a fact. Despite the criticism on the streets, drivers have already been seen using them since yesterday and it shows that people are interested in supporting the initiative,” commented the undersecretary of Transit and Transportation of the capital’s Municipality Enrique Romero.

Also, the official stressed again the intention to care for the lives of the driver and pedestrians above all else.

“We don’t put numbers on reflective vests or anything like that. What we seek is to improve road safety,” argued Romero. In this way, it differed from what is done in the province of Buenos Aires, where the motorcycle patent must appear on the vest by law.

In several businesses in the field, as it was found on Monday, the reflective vests had been sold out, and merchants were analyzing the possibility of ordering, also, garments such as jumpsuits and jackets with reflective strips.

Parallel to this debut, today at 8:00 p.m. several groups of Tucumán motorcyclists will carry out a new mobilization in Plaza Independencia in opposition to the use of vests.

“As a biker, I am also concerned about safety due to the number of motorcycles that change lanes, come against me, and do not wear a helmet or a patent. We are also affected by accidents, but to combat them what we need are more controls”, stated Andrea Maidan, member of the motorcycle group”Unión Rutera MG”.

The use of the vest

The garment will be regulatory for drivers and their respective companions. In the future, the use of the vest will also be borne by the cadets and the dealers. As an additional measure, the latter will have to add reflective stripes on the boxes of their motorcycles. Over time, Romero will expand the mandatory nature of the reflective vest to the employees of the gomerías.

In addition to the vest, the use of the shoulder straps is also valid (a kind of light girdle that intersects the back and comes in orange or yellow). Another option is to resort to various clothing models made with high-visibility materials, such as jumpsuits and jackets that already come with built-in reflective stripes. Similarly, we can buy the light strips separately and sew them, on our own, to the clothing in question.

The Right Vest

The colors allowed in municipal regulations are pure yellow, and yellow, orange-yellow, and green. The important thing is that the vests contain more than one reflective band (at least five centimeters thick) and that the fabric is sensitive to light. Regarding measurements, these garments should be 60 centimeters long and 35 centimeters wide, with a reflectivity of 330 lux candles per square meter.

The acquisition of clothing

The vests and shoulder bags are sold in automotive businesses, such as distributors and motorcycle parts stores. Another option is to visit a local specialized in work clothes and construction. Also, there is a street sale of reflective vests (not that of shoulder bags), and, in online commerce pages such as “Mercado Libre” and “OLX”, both garments can be obtained in different fabric and size thicknesses (up to XXL).

The municipal resolution that establishes the mandatory use of reflective vests (or shoulder straps) for those who drive motorcycles, will be carried out in stages and gradually. Starting today, with its implementation on the streets, it will proceed to a test phase where the main objective is to inform drivers about the measure, make a call to attention to offenders and allow motorcyclists to purchase the vests.

Regardless of the town or municipality of residence of the motorcyclist, the use of the reflective vest or shoulder strap is mandatory for drivers and companions who enter the capital of Tucumán.

The sanctions

For now, roadblocks will only focus on driver awareness and prevention. Only in a second stage of the regulations will the fines be determined and the amount of the penalties will be set. The Undersecretariat of Traffic and Transport clarified that the hijacking of the motorcycles is not foreseen and that the inspections will be comprehensive, checking the use of helmet and lights besides.

A CITY councilor is pushing for an ordinance requiring all motorcycle users, including the driver and passengers, to wear reflective vests when traveling along Davao City’s roads especially at night time.

Councilor Jesus Joseph Zozobrado, on Tuesday during the regular session, said his proposed ordinance will provide an “additional blanket of security” for motorcycle drivers as this will allow the other motorists to see them at night.

“Motorcycle riders need to be visible if they want to be safe on the road and the best way to do that is to pass an ordinance that will make the wearing of fluorescent or high-visibility clothing part of their gear,” Zozobrado said during his privilege speech.

“We need to strictly regulate the use of motorcycles. After all, this is not just for our safety but primarily for the safety of the motorcycle driver and the rider,” he added.

The councilor presented data from the World Health Organization (WHO) wherein 1.25 million deaths are reported due to road crashes every year.

He also said that the WHO reported that 10,000 Filipinos die due to road crashes.

“Road crashes are the main cause of death globally, usually among people between ages 15-19 years,” Zozobrado said.

Although he said Davao City does not have an exact data of road crashes, he said the city shares similar incidents of road accidents, most of them involving motorcycles.

The councilor said motorcycle drivers who insert their vehicles in between slow-moving vehicles are one of the leading motorcycle accidents. This type of driving is prohibited by law.

He said that wearing a vest is not included in the Land Transportation Order Administrative Order No. AHS-2008-013.

The order includes the motorcycles to be registered, the use of license plates, and the rule of one back-rider.

Meanwhile, the Davao City Police Office–Traffic Group (DCPO-TG), recorded six cases in May and seven cases in June this year for reckless imprudence resulting in homicide.

While DCPO-TG registered 17 cases in May, and 16 in June for reckless imprudence resulting in serious physical injury.

Walk into almost any bike shop and you’ll likely find your attention was drawn (quite literally) to a rack of brightly colored clothing. Over in the accessories department, an increasing amount of shelf space is devoted to lights. These products are not new, of course. But their appeal within the cycling community has shot up over the past five years.

Before that, only hardcore commuters and 24-hour racers bought lights. Meanwhile, clothing in bright neon hues, like Pearl Izumi’s Screaming Yellow, has been a durable favorite of the charity-ride set for so long, it’s almost a cliché. But you’d never find it in most style-conscious riders’ kits.

Over the past ten years, on-road fatalities among cyclists have steadily risen to 25-year highs, accompanied by an increasing sense of danger that’s led many recreational riders to wear more fluorescent high-visibility clothing and start using daytime running lights. Even famously core brands like Castelli and Rapha, which favor simple and often dark-hued designs, now make items in bright yellows, oranges, and pinks. The advent of LEDs and improving battery densities have also made lights brighter, more compact, and more affordable than ever. They’re available from more companies, which are increasingly open about selling visibility as a safety aid.

This trend has come about courtesy of a line of scientific research known broadly as conspicuity. A solid amount of evidence suggests that high-vis gear helps drivers see cyclists. But the rise of another, more significant factor in traffic safety—driver distraction—casts doubt on how effective conspicuity is for improving safety. Worse, the increasing adoption of these technologies may lead to even more victim-blaming. It’s worth asking: Is all this gear worth the investment?

Why High-Vis Works

The point of high-vis gear is twofold. First, the brightness helps us stand out from our environment, which enhances our visual conspicuity. This is why construction signs are bright orange. Second, when worn on the right parts of your body, high-vis or reflective clothing helps drivers to intuitively recognize us as humans as opposed to inanimate objects like road signs. This is called cognitive conspicuity. Humans are highly attuned to biological motion; it’s part of how we identify objects.

Rick Tyrrell, a psychologist who runs Clemson University’s Visual Perception and Performance Lab, is among the academic researchers whose insights have informed high-vis clothing decisions from companies like Bontrager. A 2017 study by a researcher in Tyrrell’s group found that fluorescent yellow leg warmers helped drivers identify cyclists from more than three times farther away compared to traditional black leg warmers.

Basically: concentrating fluorescent and reflective elements at locations like the feet and knees, rather than covering yourself head-to-toe in bright yellow, draws attention to the human gait or pedaling motion. This cues the driver’s brain to accurately and quickly identify us as cyclists rather than road signs or mailboxes. In real life, this means a driver can plan and react according to what they see since mailboxes rarely take the lane to prepare for a left turn.

All of this information forms the basis for my setup. I use Bontrager’s Ion 100 R and Flare R front and rear lights ($40 each), which feature various steady and flashing modes, with different intensities for day and nighttime use. (Note that Washington State bans most flashing front lights).

I wear a fluorescent yellow or orange helmet, specifically the Bontrager Specter ($150) and POC Octal ($200). Although your head doesn’t move much while cycling, I figure that having something bright up high is helpful. My Specialized shoes are bright yellow and orange. Bright socks would be an affordable alternative, especially the taller ones that are in style now. I’ve also added reflective decals to both my helmet and shoes and I use Troy Lee Ace 2.0 fluorescent gloves ($36), which I feel might help when signaling turns.

Essentially, I do everything I can to raise my visibility on the roads. I’m also aware that the benefits of wearing high-vis clothing and lights may be marginal.

Why High-Vis Sometimes Doesn’t Work

Fluorescent clothing only helps during the day. Fluorescence relies on reflecting UV light out in the visible spectrum, which makes a fabric color seem brighter. But there are no sources of UV light at night, so in the dark, even the most intensely bright jacket is no more visible than a nonfluorescent version. What’s more, some recent studies have found that, in the daytime, drivers gave cyclists wearing high-vis gear no more passing room than conventionally dressed riders.

In low light, you are better served by reflective gear. Unfortunately, most of what passes for reflective elements on cycling clothing today—small patches, logos, and piping—isn’t large enough to matter. American National Standards Institute recommendations for the minimum size of reflective material for roadside workers is 155 square inches or roughly a 10-by-15-inch rectangle. Even some commuter packs lack that much reflective fabric. Your best bet may be a DIY approach, using reflective sticker kits for helmets, shoes, bags, and bike parts.

Lights, too, are essential at night, but only if they’re powerful enough. “Be seen” lights for making you visible to drivers, as opposed to lights that are bright enough to help you see in the dark, only need to meet minimum legal requirements, which vary by state and aren’t always clear. Personal experience has taught me that those lights often are not bright enough to compete with streetlights and don’t cast enough light to safely illuminate your route on obscure bike paths.

But the big reason I fear that conspicuity is of limited benefit is that it only matters when the driver is looking at the road.

Distracted driving is not a new problem, and drivers’ explanations for why they’ve hit a cyclist are often variations of “I didn’t see them” or “They came out of nowhere.” But this is happening more often because modern device-based distraction is crucially different than just letting your mind wander as you gaze down the road behind the wheel. Today we’re often cognitively, visually, and even manually distracted from driving.

A study co-authored by Tyrrell last year found that wearing reflective vests at night had no mitigating effect on distraction. And a doctoral thesis published at the Indiana University of Pennsylvania studying how a flashing motorcycle taillight impacted attention in simulated driving-while-texting situations found that the flash caught the attention of just three of 16 test subjects. Those results suggest that simply making yourself more visible often doesn’t overcome driver distraction. Anecdotally, there are hundreds of examples of crashes that conspicuity should have prevented: drivers running into bright yellow school buses, into police cars festooned with high-vis and reflective decals, or into actual goddamn buildings, which shouldn’t need any conspicuity aids.

No media outlet reports that a pickup that got T-boned was a dark color or that a motorcycle didn’t have its daytime running lights on at the time of a crash. But stories about pedestrians or cyclists being hit sometimes note whether the victims were wearing light or dark clothing (even in the daytime), and they commonly state whether the victims were in a marked bike lane or crosswalk or if the cyclist was not wearing a helmet. Even the National Highway Traffic Safety Administration’s official recommendations for cyclists and pedestrians include a reminder to wear brightly colored clothing, even in the daytime.

These are all subtle but unmistakable means of transferring some of the blame for the crash. Yes, pedestrians and cyclists are sometimes at fault in crashes. But victim-blaming assumes the victim was at fault rather than waiting for facts or looking at contributing issues like a lack of protected bike lanes or sufficient street lighting.

So What Do We Do?

As a cyclist, I’m trying to do whatever I can to help keep myself safe. As a cycling writer, I’m trying to give people tools to do the same, without shilling gear for gear’s sake, suggesting that you’re somehow at fault if you don’t have these items and are hit, or promising that if you just buy this one thing, you’ll be safer.

The truth is, I don’t know what the answer is. I try to be realistic about conspicuity aids. When drivers are paying attention, evidence suggests that high-vis pieces seem to be beneficial. At this point, I’ll admit that part of the reason I use them is simply to foreclose any “he was wearing dark clothing” narrative that might emerge in police and media reports if I am hit. Similarly, I now use a cycling computer, even though I’m rarely on Strava; I want a record of my ride so that someone can use it to reconstruct what happened if I am hit and killed. I’m considering a rearview camera like Cycliq’s Fly6 for the same reason.

That’s all grim, I’ll admit. I’ll also admit that in the past ten years, my riding has changed dramatically to minimize my contact with cars. There are old routes I never do anymore and roads I will ride only at certain times to avoid peak traffic or bad light. But here in Boulder, Colorado, as in many parts of the country, you need to ride paved roads to reach quiet dirt ones, and I’ll be honest that I still love the pavement, too. I love the hiss of tires on a corner, the rhythm of a long climb, and the weightless, flight-like sensation of a curvy descent on smooth tarmac.

I’m playing a kind of actuarial game here. On any given ride, my odds of being hit are something like X in 1,000. Anything I can do to lower those odds, even slightly, I’ll take, even if I know the benefit may be vanishingly small. But I’ll do it, because short of giving up road riding, it’s what I’ve got.

Note: There’s a debate about whether or not cyclists should use flashing lights due to the potential effect on people with photosensitive epilepsy, which is particularly triggered by deep-red colors, like taillights. The issue is serious, albeit not common. Active epilepsy of all forms is present in about 3.4 million people in the U.S.—1.2 percent of the population—and sometimes necessitates driving restrictions. Photosensitive epilepsy is rarer still: EEG data suggests that as few as 100,000 Americans have it. But the Epilepsy Foundation cautions that it may be underdiagnosed, with a real figure as high as 800,000. These peoples’ sensitivity to bike lights is real and the potential consequences are serious. Disregarding legitimate medical concerns just because a condition is uncommon would be cruel. The Epilepsy Foundation recommends that to avoid triggering seizures, strobe frequency should be no more than three flashes a second. Of the three prominent light makers I contacted, only Bontrager had taken photosensitive epilepsy into account in its design process, although Specialized has a flash rate that falls within the safe range. If you’re concerned, you can use the stopwatch function on your smartphone to count flashes during a ten-second sample, then divide by ten to get the per-second rate.

As days get shorter, Safe Kids Alaska wants parents to know the preventative measures to ensure their children arrive at school safely in the morning.

“Our main concern with students getting to and from school is visibility,” said Sara Penisten Turcic with Safe Kids Alaska. “Especially in our darker, winter conditions that are coming on quickly for us.”

Peniston Turcic stresses the importance of making sure children are seen while they walk to school. She recommends making sure kids walk to and from their destinations wearing reflective material.

“Many manufacturers, especially outerwear, are starting to incorporate reflective wear into their clothing,” she said. “A lot of backpack manufacturers are doing the same thing.”

Safe Kids Alaska recommends giving children reflective vests to wear to school. Reflective tape, zipper pulls and light-up clips are also a good option.

Peniston Turcic said that children should have reflective material on all sides of them to give them the best chances of being seen.

Another way to make sure children are safe is by talking to them about the rules of the road.

“Pedestrian safety education starts at home, with parents modeling that safe behavior,” Penisten Turcic said. “We want students to use those sidewalks, we want students to use those crosswalks.”

Drivers play an important role in pedestrian safety. The Anchorage School District wants to remind drivers to keep their phones down and slow down. They encourage drivers to familiarize themselves with school zones and to make sure to stop when school buses have their stop signs.

Lithuanian cycling enthusiasts have been striving for change for some time now – they would like to ride through pedestrian crossings without getting off the bike and change the order when it is necessary to wear reflective vests or ride with the lights on. It is on the latter issue that the Seimas will decide in the autumn.

In early July, the government assessed the desire of cyclists to allow them to ride through pedestrian crossings without getting off their bikes. According to LRT.lt, then the Government decided to keep the current procedure – cyclists are not allowed to ride through pedestrian crossings without getting off the bicycles unless it is a regulated crossing or road markings indicate that the road is crossed by a bicycle path.

However, the proposal on the use of brightly colored vests and lanterns has been submitted to the Seimas for consideration.

Under current regulations, cyclists must wear brightly colored vests or ride with their lights on at all times, regardless of the time of day or where they ride – in the city or on the highway, on a bike path or the roadside.

The draft submitted to the Seimas envisages changing this procedure. It is proposed that wearing a brightly colored vest and driving with the lights on should only be mandatory during the dark hours of the day when cycling in the city or on the street, as well as on the highway and that the vests or headlights should only be worn during the day.

Will decide in the fall

A special working group headed by MP Tom Tomlin was convened in the Seimas to resolve the issue of cyclists and prepare a draft law.

He assures that the draft law seeks to find a compromise that would satisfy both cyclists and other road users, although some categorically opposed the changes.

“The Ministry of Transport was quite categorically against it, although at first, it seemed to be prone to consideration. I understand the arguments that any solution that affects road safety is debatable, but I think that a certain level of human comfort is also very important for cycling culture. They feel that there is too much flying in their lifestyle and clothing,” says T. Tomilinas.

Vidmantas Pumputis, the head of the Traffic Safety Department of the Ministry of Transport and Communications, who was interviewed on the LRT RADIO program “Morning Sounds”, has noticed that the currently valid requirements did not come about by accident.

“A few years ago, the visibility of cyclists was a very big problem, especially in cities, where many tragic events took place.

Until the city has developed infrastructure suitable for cyclists, there are no consistently designed bicycle paths (for example, in Vilnius from Justiniškės, Fabijoniškės or Šeškinė it is practically impossible to drive to the central part of the city without getting on the road), it is necessary to do everything to make the cyclist visible,” said V. Pump.

He added that cyclists are given two alternatives. This is to wear a brightly colored vest or another bright garment with reflective elements or to mount headlights on the front and back of the bike. It is these tools that help to better notice the cyclist.

The head of the Seimas working group emphasizes that in resolving this issue, efforts were made to take into account the wishes of cyclists as one of the groups of road users, as certain changes may encourage people to ride bicycles more often than cars.

“I think the problem is that we are too car-oriented. In our country, the vast majority of the population is driving. Attempts are being made to protect their comfort and safety, but cyclists are also a traffic group that cares about their safety. They just don’t want to be overworked with that worry,” says T. Tomilinas.

True, speaking about the amendment to the law prepared by a working group convened in the Seimas, T. Tomilinas states that it is still too early to decide whether the amendments will be adopted or not. This decision will finally be clear in autumn.

“As with all laws, in this case, submission, deliberation, and adoption are awaited. Members of the Seimas will register this proposal and it will be discussed in the autumn. It usually takes 2-3 months.

If the law is approved, I think it would be logical if it came into force on the first of January next year, “T. Tomilinas explains.

The Seimas has drafted a project that will allow cyclists to ride through pedestrian crossings by obliging the cyclist to stop, pass cars and ride through the crossing at pedestrian speeds without endangering pedestrians. During the preparation of the project, an analysis of accident statistics was performed, and good foreign practice was evaluated. According to surveys, almost no one is complying with the current requirement to get off the bike in front of the pedestrian crossing. The new regime is expected to even increase road safety by obliging cyclists to stop and pass cars and pedestrians and to oblige cyclists to drive 3-7 km / h at level crossings for accident prevention. The draft law will be submitted by a group of 14 members of the Seimas. This is with a different composition (wider group) than the working group formed by the Seimas. Main provider Member of the Seimas Dainius Kipnis. Also read: An experienced cyclist has evaluated his city: where is the best place to ride One problem is hindering the use of electric scooters in cities Rinktinės Street – important changes: a new pedestrian and bicycle path will be developed. The project is also based on foreign practice.

On 27 November 2018, the Research Division of the Information and Communication Department of the Seimas conducted an analytical review “Regulation of Bicycle Traffic and Safety Requirements in the Member States of the European Union”. Signatories of the Vienna Convention have studied: Germany, Sweden, United Kingdom, France, Estonia, Latvia. It has been established that the legislation allows cycling through pedestrian crossings in the signatory countries of the Vienna Convention: Germany, Latvia, the United Kingdom, and Estonia. In Germany, for example, road traffic rules do not directly prohibit cyclists from crossing a pedestrian crossing. However, when crossing the carriageway, pedestrians take precedence over motorists, only pedestrians, and cyclists, if they ride, have no preference, and only gain it by getting off and cycling, then they are treated as pedestrians.

In the UK, cycling through pedestrian crossings – Zebras – is for guidance only. In Estonia, cyclists must not endanger pedestrians and choose a safe speed when crossing a pedestrian crossing. In Latvia, cyclists are also allowed to cross the carriageway through pedestrian crossings without impeding pedestrians and reducing speed. Also, Lithuania is a party to the Vienna Convention, so the national legislation adopted by Lithuania cannot contradict it. However, the Vienna Convention does not define cycling at pedestrian crossings at all, leaving it to each signatory to decide what regulation it wants. A petition was submitted to the Seimas, which was approved. It consisted of two parts: the first part proposed the abolition of mandatory reflective vests/lights for cyclists during the day, and the second part proposed changes to the rules for driving through pedestrian crossings. To prepare the project, a survey of 18 institutions (municipalities, police commissariats, courts, prosecutors’ offices) was conducted on cyclists involved in accidents when crossing pedestrian crossings. Her findings: although 90% of cyclists cross the level, according to the petition’s surveys, the accident rate is very low or non-existent. Accident data were obtained from 18 institutions: 16 of those institutions did not find any accidents for the cyclist to cross the crossings; a small accident was recorded in two institutions. For this reason, and due to the disproportionate need for human resources, several authorities have refused to obtain data on road accidents caused by these persons. The Seimas submitted a draft on vests and voted in favor of the submission.

The proposed changes to the rules read as follows: The driver of a bicycle, a motorbike can cross the carriageway on both an adjustable and an unregulated pedestrian crossing when riding a bicycle, motorbike. When approaching an unregulated pedestrian crossing, the driver of a motorcycle must: 1) stop, 2) skip vehicles driving on the carriageway, 3) start driving only when he is convinced that his actions will not force other road users to change direction and speed, 4) start pedestrians pass only convinced that it is safe. When the bicycle is approached by an adjustable pedestrian crossing, the traffic order is set by the traffic bike driver or the regulator. When driving through both an unregulated and an adjustable pedestrian crossing, the cyclist or motorbike driver must ride at a speed close to the speed of the pedestrian (3-7 km / h), give way to pedestrians, not obstruct or endanger them, leaving such a gap from the side to keep traffic safe.

The days are getting shorter and more and more people are moving outdoors and in traffic as the darkness sets. Then it is important to think about being visible.

“The most common mistake is overestimating your visibility and pretending to be visible,” says Camilla Samuelsson, intervention police in the Ängelholm local police area.

The reflex can be cheap insurance and Camilla Samuelsson believes in seeing more and more wearing reflective vests.

“I imagine that those who are used to being out and going at these times have different thinking. But on the whole, you are probably poor at taking on, perhaps especially in urban environments where it is illuminated and you think that the lighting helps one to be seen,” says Camilla.

Among the teenagers, Camilla is sometimes told that it is foolish to wear a reflective vest. Just as it is wasteful to use a bicycle helmet. To pop up the reflex by designing reflective jackets, for example, she thinks can be important for getting a certain target group to start using reflexes and realize risks.

“If you as a parent do not have reflex, the children do not have it either. It is also very important how we affect each other,” says Camilla.

Angelin Guy and Tuva Vidal at the handing over of reflective vests at Junibacken’s preschool.

At Junibacken’s preschool, educators believe that the influence can be made in other ways and that the children bring the behavior home to the parents. Länsförsäkringar works with sustainability and wants to help create a safe everyday life. That is why the office in Ängelholm has decided to distribute reflective vests to preschools.

“To target, the child was a choice we made, it should start on time. It is a good target group that can affect parents,” says Ingvar Johansson.

The preschool Junibacken has received reflexes, but more preschools have the opportunity to get vests. It is, first of all, says Ingvar Johansson.

“That’s really good. We are sometimes bad at using reflective vests but this is going to be a kick in the end,” says Lisa Karstorp, an educator at the Junibacken preschool.

Do you ever talk about the importance of reflexes?

“If we see that one of the children has reflections on the clothes, we point it out and talk about why it is important,” says Lisa Karstorp.

Police Camilla Samuelsson has no evidence that the number of accidents will increase in the fall. She believes that there are different risks for each season.

What to think about if you should go out and walk in the dark?

“Having reflex. If you do not want a large vest then you should set the reflections low for the motorist often have their eyes directed low. A hanging reflex can also be good, then it is something that moves and catches the attention. Don’t take for granted that the motorist sees you, even if you have reflexes, there are many unsafe drivers in traffic, so pay attention,” says Camilla.

If you go out on a bike, other regulations apply. As long as the bike is guided, the rules apply to pedestrians. But as soon as you jump up on the bike, it counts as a vehicle.

Then the traffic rules apply, such as stopping at red lights and showing the direction of travel. You should keep to the right and you must not cycle on the pavement.

Failure to meet the requirements for which lighting and reflectors a bike should be equipped with can be costly. If any of the lamps/reflectors are missing or they are out of order, it costs 500 SEK. Should it simply be that the lamp is not switched on it also costs 500 SEK? The police currently have no pronounced response to bicycle users. In the past, the Police have informed the public about the rules that apply and then go out and make an effort in reality.

Then we have been working out in the evening and actually fined. Our ambition is to release us once in the fall, then to what extent depends on the prevailing situation all around. Then checks are made more or less on occasions when we have radio cars driving outside and you discover these misbehaviors.