BeSeenOnABike

Change Blindness - you cannot be aware of everything

2011-07-21T21:08:00.000-07:00

reposted from: http://youtu.be/mAnKvo-fPs0

Video with Prof. Susan Greenfield.

Revved-up reaction to hi-vis for bikers

2011-07-21T20:46:00.000-07:00

reposted from: http://www.roadsafetygb.org.uk/news/1711.html

This follows on BSOAB earlier post. http://beseenonabike.blogspot.com/2011/07/road-safety-gb-reader-comments-to.html

12 Road Safety GB readers have commented on this story (at 22/7/11)

A recent news story in which a Road Safety GB motorcycling expert warned against hi-vis jackets becoming compulsory for motorcyclists in the UK attracted a record number of comments from readers.

Dave Glanville, West Yorkshire’s specialist PTW RSO, made his comments in response to a move by the French government to make hi-vis jackets compulsory for motorcyclists. He cautioned against this in the UK, preferring a ‘common sense approach’. He argued that hi-vis clothing will not improve conspicuity on bright days, but stressed that wearing it is always advised in poor light.

Taking a different stance, Honor Byford (North Yorkshire CC) felt that hi-vis clothing should be worn all year round, saying: “It’s interesting that we are offering different advice to motorcyclists than to horse riders and cyclists - who are exhorted to wear hi-vis at all times.... I would recommend using hi-vis all year round. We do not need to plaster ourselves from head to foot but a sensible item or items is a good investment.”

Kevin (Wigan) suggested that drivers pay scant attention to motorcyclists whatever they wear, saying: “I use Class 3 hi-vis and also ride with my headlight on all year round. No-matter what we wear, it doesn't stop drivers pulling out in front of us.”

Mark (Wolverhampton) put forward a tongue in cheek argument, saying: “Why stop at motorcyclists? Let's paint all cars, vans n lorries in Day-Glo too. Hey, make it law too. All pedestrians should also wear a hi-vis bib in case they want to cross the road at a non-designated crossing. What works for one, works for another...”

Derek Reynolds (St Albans) focused on discrimination against bikers, saying: “The more vulnerable are made to further suffer ignomy and discrimination. Is it any wonder they protest? Whenever visibility is an issue, it becomes the minority group that is made to comply with some form of legislation aimed at 'safety'. Yet the largest and more powerful vehicles in terms of mass and inertia are seemingly exempt from such discrimination.”

Steve Barber (Northamptonshire CC) supported the use of hi-vis, saying: “Whilst I cannot argue against a person's right to live their life as they want to, within the rules of society, it never fails to amaze me at how vociferously people will defend their right to ignore safety aids. Lycra wearing champions of pedal power demand the right to expose their cranium to contact with the tarmac instead of wearing wimpy crash helmets (which apparently reduce impact speed by 11 mph, so I understand) so I cannot expect motorcyclists to be any different.”

Alan Jones (Wiltshire) concurred with David Glanville’s original position, saying: “I have two main concerns about hi-vis jackets: 1. It gives the rider a false sense of security; 2. If everyone ends up wearing them people will just ignore them. So those who are doing dangerous tasks will be ignored, thus undermining the point of wearing hi-vis in the first place.”

Click here to read the original story.

Road Safety UK Reader Comments (edited by BSOAB)

newer comments are above older comments

The study carried out in New Zealand and referred to above by Bob Craven was reported in the BMJ in 2004 and seriously flawed.

The study tried to draw a link between conspicuity aids and injury risk. Whilst the conclusion the author drew was that riders wearing hi-vis and using DRLs were less at risk of accidents resulting in injury, the results actually showed that those having the accidents and suffering injury were unlicenced, disqualified, riding under the influence of alcohol, inexperienced, or riding an unfamiliar machine. All of these are known to be high risk factors.

There were also unresolved contradictions. Whilst the author claimed that white helmets were effective in reducing accident risk, it was also found that a white fairing (far bigger surface area!) was NOT effective.

The Langham study was far more relevant to understanding why motorcycles are 'invisible' as it addresses why the shape of a motorcycle/rider isn't picked up by car drivers when it should be in clear view. It should be obvious that there's only a small zone in which the rider is actually at risk of being hit by an emerging car - very close and the rider can pass the junction before the car can emerge into its path, and further back the rider can stop.

In urban accidents where the majority of SMIDSYs take place, the distance where the rider cannot avoid the collision is a matter of ten metres or less!

It should be pretty obvious that at this kind of distance the bike and rider are almost certainly in plain view if the rider has adopted a basic "see and be seen" strategy and put himself where he is in line of sight.

So why isn't a rider 10m from the driver seen? There's some research (it was reported in MCN around 10 years ago - I can't find the link right now) to the effect that we don't actually look for vehicles when looking to emerge into a stream of traffic - we learn by experience to look for gaps we can pull out into!

In other words, drivers and riders both fail to implement a proper 'scanning' regime at junctions and because of the nature of their inadequate search pattern, they tend to look BEHIND vehicles that are close up, whilst relying on a combination of the eye's sensitivity to movement to detect a hazard and on the 'shape detection' system that Langham recognises to identify the hazard.

As a motorcycle on a collision course barely moves against the background, the 'motion detection' system fails and the lack of recognition of bikes by car drivers means out of sight, out of mind and if the rider is equally unaware of the issues, the result is often a "looked but did not see" accident, in which hi-vis and DRLs are equally ineffective -

If hi-vis and DRLs worked, there should be a redistribution of accidents away from junctions since riders first started using DRLs in the mid to late 70s and hi-vis in the 80s. The fall in junction accidents should have become more pronounced since permanently wired headlights were introduced in the last few years. As far as I can see, there's no such evidence shown by accident statistics.

Kevin Williams / www.survivalskills.co.uk
Kevin Williams, Kent

Quite right Roy, hi viz is not the be all and end all. Conspicuity is only part of the problem and it's obvious that a bus, lorry or car will be more easily seen and recognised than say a scooter in a town situation and therefore will be avoided, whereas the scooter may be overlooked. Some argue that it is seen as a bicycle and not considered to be going fast or a danger. There is also the argument that drivers do not expect to see a bike as there are so few of them and therefore they are not expected and so the image do not register in the optical cortex. So much for smidgy.

I agree that as more and more twv appear on the roads either more will be injured or the rest of the motoring public will become more aware and therefore will be more accomodating.

On a personal note I will repeat that whilst riding, some 30% of drivers at junctions, I am approaching, look to the left first before looking in my direction and sometimes they are already moving out into my path or they dont bother looking my way at all. Frequently when I see a driver looking away from me, I sound my horn as an audible warning but the bike horn is a weak one and sometimes is not heard and it has no effect. I am forced to travel even slower which I dont mind as its safer to do so. But it is disconcerting.

Research into this topic was carried out in the late 1990s by Dr Martin Langham of Sussex University. Martin demonstrated that motorists are psychologically programmed to look for what he called geometric icons. A car is a horizontal rectangular icon and seen frequently; a motorcycle is a vertical rectangular icon and seen very infrequently, hence drivers appear to be speaking the truth when they say they did not see the motorcycle. This is conveniently linked to interesting historical data. In 1923 the number of vehicles on the road exceeded 1 million for the first time. 40% were motorcycles. In 2011 there are 34 million cars on the road. Motorcycles are only 1-2% of all vehicles hence drivers do not "think bike". Dr Langham's theory proposed that it is not it is not simply a question of conspicuity and supported this with evidence of stationary police vehicles being written off after being struck by other cars whose drivers claimed not to have seen the police car. A survey carried out with the co-operation of Sussex Police showed that, of the 40 police motorcyclists based at their Brighton Traffic Unit, 39 had been hit by cars at junctions, again with drivers claiming they never saw the rider. Need I ask, how hi-viz is a police motorcyclist?

It seems to me that the answer lies in education, both for the driver and rider. I am not sure how this can be progressed effectively because drivers tend to be inaccessible but I never cease to advise fellow motorcyclists to assume drivers have not seen you and allow the maximum margin for error. At junctions, slow down, move away from the danger and expect the driver to cross your path so be prepared to brake. Very defensive, yes, but, after 48 years of motorcycling, I am still here.
Roy Buchanan, Epsom

I think the study Bob refers to concluded that wearing reflective/fluorescent clothing reduced the risk of a crash injury by 37%, a white helmet by 24%, and riding with headlights on by 27%. Obviously you would need to check the methodology before basing any action on it. Lots of motorcycle safety research is summarised on www.esum.org.
Mark Jessop, East Yorkshire

I use to driver a lorry which is 13'6" high & 8' wide & bright yellow cars would pull out in front of that making brake hard. It's the car drivers that are the problem lack of concentration maybe less toys & no phones at all hands free or not may help? You could make day running lights compulsory.
Steven Bradbury, (was Devon now Finland)

Do you mean research by the same industries that stand to make a profit from 'Hi-vis' sales, Honor?

Bob, do you know if the NZ survey took into account such factors as the experience/riding style/journey type of those who tend to wear HV or not? Otherwise it's a bit like telling us that all accidents can be attributed to rider conspicuity, without considering all the other facts.

Anecdotal evidence from many sources - including my own experience - suggests that wearing fluorescents in good visibility results in a much higher level of driver rights of way violations.
Phil McFadden, Pembrokeshire

Conspicuity is not a new thing. They were talking about the same as us in the 1970s and probably before that.

So its an age old problem that has been with us for at least 40 yrs. Shame someone hasn't sorted it by now.

As regards the question of a survey..... only one to my knowledge has been done and that was in 2009/10 in New Zealand of all places [obviously got the same problems with motorcyclists there]. Anyway, I don't think it hit the relevant authorities here as it was undertaken through their NHS [or similar] and appeared, wait for it, in our medical journal the BMJ in April 2010.

It did come out in favour of high vis and also white helmets. I believe that this is the only record of a survey done on conspicuity.
Bob Craven, Lancs

There is an obvious need for a research study to demonstrate whether hi-viz for bikers, cyclists and equestrians is effective and, if so, what style or pattern and which items work best. One for the industries to take up please?
Honor Byford, North Yorkshire

http://www.roadsafetygb.org.uk/news/1711.html

Road Safety GB reader comments to 'Compulsory hi-vis gear gets thumbs down from UK bikers'

2011-07-21T20:18:00.000-07:00

reposted (without edits) from: http://www.roadsafetygb.org.uk/news/1672.html

34 roadsafetygb readers have commented on this story (at 22/7/11)

Following the news that compulsory hi-vis jackets for motorcyclists are among a raft of new traffic laws to be introduced in France, a Road Safety GB motorcycling expert has warned against similar measures being adopted in the UK.

Perhaps unsurprisingly, motorcycling organisations in the UK have also given the French initiative a cool reception.

A statement on the Motorcycle Action Group (MAG) website says: “We have a right to choose how and when we travel and a duty to watch out for each other. We have a right to expect that others will treat us reasonably and a duty to treat others with care when we share the road.

“But that does not mean we should surrender our enjoyment of life or personal liberty simply to satisfy a set of theories about road safety, or because it suits political ambitions, or because those entrusted with a position of authority have since forgotten why they were first entrusted.”

Speaking on behalf of Road Safety GB, Dave Glanville, West Yorkshire’s specialist PTW RSO (Powered Two Wheelers Road Safety Officer), said: “Compulsory hi-vis clothing for any road user group is not ideal and not something we would want to see in this country. What is needed is a common sense approach on an individual basis by road users themselves and a commitment from all road users to pay full and proper attention to the road environment.

“Good conspicuity is not just about what a rider wears or whether they have lights on the bike, but also about good road positioning, speed and direction – as well as considering the blind spots and vision limitations of other drivers and vehicles around them.

“Hi-vis clothing is unlikely to improve conspicuity on bright sunny days when visibility is good and it may even lull people into a false sense of security. However, we would always advise people to wear it in poor weather or low light conditions, when some drivers may struggle to see and identify a motorcycle and rider or indeed a cyclists or pedestrian.”

For more information contact Dave Glanville on 0113 2475804.

Edited summary of Road Safety GB reader comments to
(original story)

Reader Comments (newer comments above older comments)

The reason that cyclists/motorcyclists should wear fluorescent yellow gear during the day is that drivers can be 'blind' to them. Drivers may be looking but sometimes they just don't see cyclists!

Drivers often day-dream and don't give their full attention to road users. This is known as 'inattentional blindness' (wikipedia): http://en.wikipedia.org/wiki/Inattentional_blindness

Inattentional Blindness means that we may not see something at all unless we are paying attention to it. See the playing basketball video: http://www.beseenonabike.co.uk/acatalog/Survival_of_the_Brightest.html on the 'Be Seen On A Bike' website.
Chris Street, Ringwood, Hampshire

unless there is legislation to say so then many motorcyclists will not wear High Vis.
Bob Craven

Sometimes I wear urban dayglo - commuting or motorway. That is my choice and my choice is also that it is pink and not the cloned yellow we see all the time.
If everyone wears the same then individuals don't stand out and disappear. One only has to look at the Dutch video produced when the 'daytime headlights' first reared its ugly head. There we see proof that a bike with lights on if all other traffic has lights on just disappears.

I wonder at the IQ of the people who make these suggestions and try to impose them without proof. Education and proof is what is required and not imposing ill conceived and unwarranted ideas by powers that be just to make themselves feel good.
Anne Gale, South Glos

From UK France Bikers.com – halfway down the page (hidden amongst the other articles) in English.

UPDATE – 21 June 2011:

"Further to the bikers’ demonstrations that took place last Saturday throughout France and paralysed the entire nation (read below), Michèle Merli, in charge of France’s road safety and working closely with Claude Guéant – current French interior minister, has made herself heard on national radio. According to Ms Merli, it would appear that the bikers have totally misunderstood the proposed obligation for all to wear a fluorescent high visibility yellow vest! Ms Merli has said that it has never been a question of wearing that vest but rather propose (not impose?!) to the bikers that they wear a little yellow strap around their arm so that they can be better seen by motorists (...)".

Whether anybody agree that a yellow arm band will make the slightest difference is besides the point. What is the point is that this whole eruption of "compulsory Hi Viz jackets" has been blown out of proportion and is just scaremongering. As per Ms Merli's comments, it was a proposal to wear an arm band - not compulsion to wear a jacket. Equally, articles about the Irish having compulsory day glo/Hi Viz is not true – it was a proposal in a consulation, that has gone nowhere, possibly because the Irish government is bankrupt and road safety is no longer high on the agenda of things to do.

What an incredible waste of time and energy!
Elaine Hardy, Northern Ireland

I have two main concerns about hi-vis jackets:

1.It gives the rider a false sense of security.
2.If everyone ends up wearing them people will just ignore them. So those who are doing dangerous tasks will be ignored, thus undermining the point of wearing hi-vis in the first place.
Alan Jones, Wiltshire

I have worn Hi-Viz (Sam-Brown and vests), but it still didn't stop a myopic car driver pulling out on me and colliding with me resulting in a broken shoulder blade.

The problem is not one of being visible to other road users, but one of other road users actually looking!

There should be compulsory eye sight tests every three years, and any 'sorry I didn't see you' be made an automatic admission of guilt!
George Legg, North Somerset

In response to David Short's comments regarding Hi Viz jackets. I recall when Mr Short was the Campaigns Manager for MAG UK and proposed to have the employees of MAG wearing Hi Viz jackets.

At that time, Mr Short argued that the wearing of Hi Viz jackets was necessary for insurance purposes and to protect MAG from any claims by its employees. Two employees opposed this proposal, for the following reasons, 1) there was no onus on the MAG staff to wear Hi Viz for insurance purposes; 2) the view that the wearing of Hi Viz was and should remain a personal choice. 3) there was no empirical evidence - one way or the other - that Hi Viz would actually make the slightest difference in the avoidance of a "SMIDSY".

What he and indeed many supporters of "Conspicuity at all costs" fail to consider is that ultimately, the responsibility of good riding requires skill, concentration, attention and a strong sense of ones own mortality.

I am surprised that Mr Short, once Campaigns Manager for MAG UK should write that "I always wear HI Viz and always have headlights on, (something else that MAG campaigned against)" considering he signed up to MAG's philosophy when he took employment with this organisation.
Elaine Hardy, Northern Ireland

I suppose it depends on whether we want to deal with the major route cause - road users not paying proper attention - which will be of benefit to all road user groups or whether we want to further alienate a group of road users who are already difficult to engage with and distrustful of the road safety 'industry'.

Personally I'd rather see promotion of appropriate hi-viz use in conjunction with the teaching and encouragement of behaviours (as mentioned by Ian) which also increase conspicuity. Research may well show that hi-viz allows the wearer to be seen from further away (it would be hard to imagine that it wouldn't) but it still relies on the person looking in the first place.

If you don't look for something, you don't see it.

Honor, I believe Gaultier is working with Dayglo at the moment, perhaps he'll be in touch next week...
Dave, Leeds

Kevin, Wigan. I neither wear hi-viz nor ride with my headlights on in daylight and very rarely do drivers pull out in front of me. What could you think that is due to?

I would suggest that you have to help 'drivers look properly'. What I do (and had been doing for some time before I even knew it was a 'theory') is a little wiggle on approach (when they are looking in your direction, obviously) as this movement attracts attention even if the driver is not looking, they see the movement.

(Check out Z-line, looming response and change blindness if you want to know more).
Ian, Taunton

Yes indeed Honor, those involved in the promotion of hi-viz in all sorts of working environments might well be mistaken. All I'm asking is for some evidence that they are not.

Clearly you have no more information on whether 'being seen' reduces the numbers of incidents any more than I. The paper you linked to is of interest, but I wonder why they avoid measuring how much someone dressed in black is 'conspicuous' in their experiment?

My concern is that unqualified people are making/promoting/advocating the use of hi-viz without ANY evidence that it reduces incidents. And this is not just wrong, it is unprofessional.
Ian, Taunton

I spent 22yrs of the 32 I served as a Police motorcyclist and 15yrs of that training riders at the most advanced levels. I cannot remember how many RTC's involving motorcyclists, sometimes fatal I attended. Conspicuity is a huge factor in motorcyclists safety, move on. I would not leave home without wearing a hi viz on my bike.
Brian Westlake-Toms, South Wales

I haven't yet found any information about anyone studying the effectiveness of hi-viz wear in use by motorcyclists. There is an American study that compared the effectiveness of hi-viz wear used in spring and autumn in a rural area, used by pedestrians - seeking to see if orange or green-yellow was more effective - and also found that long sleeved jackets were more effective than sleeveless waistcoats. This study is "Seasonal variations in conspicuity of hi visibility garments" MARY LYNN BUONAROSA and JAMES R. SAYER, University of Michigan, Nov 2007.

Clever colleagues are trying to get a copy of the Cranfield study into the effectiveness of hi viz worn by horse riders. I will post this if/when it is located. However, hi viz clothing for road workers, in industry, on the railways and in most other industrial, construction and highway settings rather suggests that an awful lot of people do think it works in those environments. They may all be wrong.

Personally and unscientifically, as a car driver, I have frequently found that I have seen a motorcyclist or cyclist or horse rider who is wearing a reasonable area of hi viz material more easily and, I believe, sooner, than I would have done without the hi viz. This is true both in rural and urban areas by day or by night.

Personally, I use it and I think it helps. No cure-all, but it helps. That'll do for me.
And still no call from Chanel - do they not read this website?
Honor Byford, North Yorkshire

Would someone please point me to where there is some empirical EVIDENCE that wearing hi-viz is a benefit?

Clearly those arguing in favour of its use (be it voluntary or compulsory) will be able to do so, as they are not basing their arguments on nothing other than subjective personal opinion are they?

Thanks!
Ian, Taunton

While it is sensible for high any valuable road user to take such precautions, I don’t think it should be mandatory.

You could take this kind of safety logic to its extreme, and suggest that the reason for higher KSI rates for motorcycles is because they are exposed (compared to say car divers who are enclosed within their vehicle) and therefore argue that motorcycles should be banned because of this risk?

As suggested – should all vehicles be painted day-glow colours?

Should all pedestrians have to be kitted out in HiVis (or helmets)?

The benefits of HiVis should be promoted though education, not enforcement.
Adam, Hants

I have ridden motorcycles of all sizes and types on the road for 38 years now and regularly commute 55 miles each way in all weathers to and from work. There is no doubt that the more conspicuous you are the less chance there is of being knocked off. I always wear HI Viz and always have headlights on, (something else that MAG campaigned against). Yes, not everyone will see you but most will. As a car driver, as many motorcyclists are and therefore much more 'bike aware' there are still those "Where the chuff did he come from", moments by bikers travelling too fast without being conspicuous. The good news is that more real world bikers are waking up and smelling the coffee and every day on my travels I see more bikers wearing Hi vis. At my annual pilgrimage to the TT races, (37years) riders are wearing hi viz. Its simply common sense. More and more clothing manufacturers are producing good quality non nerdy Hi viz clothing, Dianese are even producing leather suits with air bags incorporated. Excellent I say, costs will come down over time and make them more affordable for every day riders.

The tragic fact is that however self righteous and morally correct a biker may be one will always come off a poor second best in a road collision. With a casualty rate that far outstrips any other road user group it is inevitable that society will look at means of reducing the unacceptable level of PTW casualties.

Motorcycle interest groups, instead of railing against everything that has the noble cause of casualty reduction at its heart should work positively with everyone. Hard wired lights, ABS, 100bhp limits are all issues that have been 'protested about' with the result that the organisations lack credibility at the negotiating table.

The world fortunately is moving on and in the real world of motorcycling riders are making choices, more are riding in Hi viz. As the older vehicle fleet reduces newer bikes are all hard wired and ABS is percolating its way to smaller capacity machines and not just the domain of the top end market.

Should Hi vis be compulsory? Not yet but more proactive campaigns to promote their use and the clear benefits would be good. Voluntary compliance is always better than compulsion. But! If casualty rates do not reduce then one can hardly expect society to sit back and accept the current state of affairs.
David Short, Calderdale Road Safety Team

If a driver uses SMIDSY as an excuse or explanation for hitting and injuring or killing a motorcyclist (or anyone else on the road for that matter) the decision to prosecute and on what charges is a matter for the CPS in conjunction with the police. The driver doesn't get to choose to let him or her self off just by claiming SMIDSY. However, that doesn't absolve any road user, especially vulnerable road users such as cyclists, bikers or horse riders (include myself in the last group) from taking sensible and reasonable precautions for their own safety, including making themselves visible to other road users. It isn't an "either-or" matter it's a question of being sensible and reasonable and taking some responsibility for yourself as well as expecting that others will look out for you.

My offer to Chanel still stands but they haven't rung me yet.
Honor Byford, North Yorkshire

It stuns me, given all the work done to reduce death and serious injury on our roads in the past few decades, that a driver can still kill a vulnerable road user, say 'I didn't see them' and face no further consequence. Other than perhaps living with themselves afterwards.

Failure to look properly has been the major contributary factor in collisions for years and yet 'I didn't see them' is still a useable defence to a prosecution for death by careless or dangerous driving? What message does that send out?

Should the onus be on vulnerable road users to be seen or less vulenerable road users to actually look and pay attention to the road environment?

Making people wear hi-viz is only a sticking plaster, we need to deal with the cause first.
Dave, Leeds

Whilst I cannot argue against a person's right to live their life as they want to, within the rules of society, it never fails to amaze me at how vociferously people will defend their right to ignore safety aids. Lycra wearing champions of pedal power demand the right to expose their cranium to contact with the tarmac instead of wearing wimpy crash helmets, (which apparently reduce impact speed by 11 mph so I understand) so I cannot expect motorcyclists to be any different.

Last week someone did mention to me that some schools in my area refuse to use reflective tabards on their pupils as it "May confuse a driver"

Personally, I believe people need legislation for their own benefit, (Seat Belts, Compulsory Crash Helmets, Alcohol Limits for Drivers) and the KSI figures for the country as a whole bear this out.

Still, I have never felt the urge to throw myself screaming from the top of a tower, attached to 30 metres of knicker elastic, but it is my right to do so.

Enough rambling. If it saves lives, do it, and to hell with how you look.
Steve Barber, Northampton

A continuity of 'passing the buck'.

"Sorry Mate, I Didn't See You" (SMIDSY).

And so the more vulnerable are made to further suffer ignomy and discrimination. Is it any wonder they protest? Whenever visibility is an issue, it becomes the minority group that is made to comply with some form of legislation aimed at 'Safety'. Yet it is the largest and more powerful vehicles in terms of mass and inertia that are seemingly exempt from such discrimination.

As has been stated by others, no matter the size, brilliance, or even loudness of the vehicle, many will not see, as they do not look. They do not hear as they do not listen or have deafening sound systems preventing them. They do not have a responsible attitude towards other road users. Such desires to make all "Be Seen" is but a buck passing exercise in blame transference. "You weren't wearing a Hi-viz . . . You didn't have your headlight on, etc. If all vehicles were painted in orange day-glo, had lights on all day, the same complacency of those who wish to drive and ride 'casually' with regard to others safety, then accidents will continue, until we all park up and die.

Legislate and be damned. It might make a difference, and so no-one could say we didn't try.

It might also be said: 'They have no understanding.'
Derek Reynolds, St Albans

The Highway Code is consistent in its advice that vulnerable road users (Pedestrians, Cyclists, Motorcyclists and Horseriders)should wear light coloured clothing in daylight and reflective clothing/accessories at night.

It would be interesting if Honor shared the research on Horseriders with us.
John Doyle

As regard conspicuity there is a paper or several out about trials that took place in some antipadian island and it found in favour of the use of high vis and also white helmets. It gave some stats on the subject and I believe that France could possibly be using these as support for their decision.
Hi viz may make you more visible in the depths of winter, but after witnessing cars pull out on full size fire engines with lights and sirrens on, a bright vest isnt going to help, if some one can't be bothered to look it doesn't matter what you are wearing. Just ride defensively and concentrate.
Mark, Leicester

I use class 3 HiViz and also ride with my headlight on all year round. No-matter what we wear, it doesn't stop drivers pulling out in front of us. Drivers need to look properly before pulling out of a junction or changing lanes.
Kevin, Wigan

Well, hey why stop at motorcyclists, let's paint all cars, vans n lorry's in Dayglo to. Hey make it law too. All pedestrians should also wear a high vis bib in case they want to cross the road at a non designated crossing, what works for one works for another ........
Mark, Wolverhampton

There are already online campaigns around the issue such as MAG's 'Say no to day-glo'. They're one of the UK's largest motorcycle user groups representing over 10,000 riders... and UK riders are joining the demonstrations in France. The media forms part of the backlash, MCN reaches over 50 000 riders - you only have to look at the sort of comments there are appearing in online forums across the country to see the negative feelings this has generated among riders.
Dave, Leeds

I think the same was said about seatbelts and helmets. There is no evidence of a backlash beyond the media saying there is, but it will be interesting to see how this is introduced and develops in other countries and whether it works, is accepted or not.
Honor Byford, North Yorkshire

Honor, there's a difference between advice and compulsion, it's about personal responsibility - something our current government are apparently quite keen on.

Horses don't have head & tail lights so they don't stand out so well, they tend not to use dual carriageways and motorways either. If a driver hits a horse and rider (or a cyclist or motorcyclist) and says I didn't see you because you weren't wearing hi-viz clothing is that a good enough excuse? I would hope not. How much later does a driver looking at their satnav, mobile phone or ipod see a rider on a rural road?

We have just got to the point in this country where riders are using hi-viz as personal choice in the appropriate conditions as part of their safer riding plan, something I applaud but the move by other EU countries to make it compulsory is creating a back lash against the use of hi-viz clothing here and could lead us to take a big step backwards.
Dave, Leeds

Interesting that we are offering different advice to motorcyclists than to horse riders and cyclists - who are exhorted to wear hi viz at all times. What little research there has been into conspicuity and the effectiveness of hi viz wear for ordinary road users (and it is far too little) was into hi viz clothing for horse riders. This demonstrated that, on a rural road, a horse and rider using hi viz clothing would be seen by a driver up to 3 seconds earlier. At 25 mph this is an additional 111 feet, at 35 mph it is 166 feet. Hi Viz is recommended to them throughout the year and particularly in spring and summer when trees are in full leaf and create numerous areas of shadow in both town and country - areas in which the single road user is less visible. Wet and overcast days also make the individual road user harder to spot. I would recommend using hi viz all year round - sensibly. We do not need to plaster ourselves from head to foot but a sensible item or items is a good investment. The problem is the lack of research into non PPE standard clothing to tell us what works best. We are seeing more and more two or three colour hi viz wear that is completely untested for effectiveness. Does this patchwork effect act as camouflage and make you less visible? or more so? we don't know. But at least if the French are making it compulsory, we might see some more stylish offerings. If Chanel or YSL are involved, I and my team hereby volunteer to road test their collections.
Honor Byford, North Yorkshire

Safer Urban Motorcycling

2011-07-18T02:10:00.000-07:00

reposted from: http://www.esum.org
P2W: Powered Two Wheelers

SMIDSY (Sorry Mate, I Didn't See You)

2011-07-18T01:48:00.000-07:00

Why are so many road accidents caused by road users failing to see one another?

I heard of SMIDSY acronym via RoadSafetyUK article on French compulsory use by motorcyclists of fluorescent HiViz jackets during the day.

More about SMIDSY at SafeSpeed.co.uk.

Test your night sight with this interactive link

2011-01-26T01:24:00.000-08:00

reposted from: Reflexite mailshot

The Safety Institute of Finland have developed a great demonstration showing the benefits of pedestrians using reflective material.

You play the part of the driver and control the distance, the choice of low or high beam. Select the clothing of the pedestrian and adjust the distance using the controls.

It is worrying how close a pedestrian has to be in non-reflective clothes, before you can see him.

Click here to try the interactive website!

Spanish Distance Device for cyclists - but is it safe?

2011-01-12T07:18:00.000-08:00

Thanks to Robert Hayter for info.

I was concerned that several cars were pulling out and crossing the white lines in the middle of the road to avoid hitting the 'safety device'. Could these cars cause accidents? When the car hits the 'safety device' does it rebound and hit the cyclist? At 1'10" cyclist extended the device and car behind almost had to swerve out into path of oncoming traffic. Dangerous!

Website: www.bicyline.com or http://www.dinoinvdes.com/index.php?

Research reveals cyclists' trepidation

2010-12-19T12:03:00.001-08:00

reposted from: http://www.roadsafetygb.org.uk/news/1360.html

Road safety news: 15.12.10

RSS feed

Six in 10 people in England are deterred from cycling to work because they believe it is too dangerous to cycle on the roads, according to research commissioned by the DfT (Road.cc).

The figures are revealed in an interim report entitled ‘Climate Change and Transport Choices’, which was conducted by the consumer research firm TNS-BMRB on behalf of the DfT. Respondents also said that they would cycle more often if there were more cycle paths.

The report explores consumer attitudes and behaviour in relation to a range of transport options and environmental issues, and includes detailed analysis of people’s use of bicycles to get to work, with responses broken down by factors including gender, age, socio-economic group, household income and location.

Researchers found that approximately half of respondents either owned a bicycle or had regular use of one, but only one in four of those people cycled regularly (once a week or more). Although four in 10 bicycle owners lived within five miles of their place of work, only 5% of those who own a bicycle use it daily.

People aged between 40 and 59 are most likely to have access to a bike, but the research shows that although higher household income increases the likelihood of owning a bicycle and cycling infrequently (at least once a year), it made little difference to levels of regular cycling (at least once a week), or cycling to work on a regular basis.

Of those who did start cycling to work, two in three went back to using their car, and a drop-off in bike usage was also seen once commuting distance went beyond three miles. The average commute was nearly nine miles, at which point only 3% of people with access to a bike were using it to travel to their employment.

Click here to access the full DfT report.

Click here to read the full Road.cc report.

Road Safety GB presentation on Cycle Safety by Chris Peck CTC

2010-11-25T06:36:00.000-08:00

download presentation

Chris Peck of CTC says '20 mph limits are crucial in residential and shopping streets. Risks of fatality and injury on A-roads are far greater than elsewhere: rural A-road fatality risk is 10 times higher than average. Good cycling infrastructure means "Giving priority to cyclists: promotes and reduces conflict with other road users".

Bicycle Airbag

2010-11-08T18:47:00.000-08:00

Police patrols hand out hi-vis vests

2010-10-23T13:47:00.000-07:00

High-visibility vests are to be handed out by police to poorly-lit pedestrians and cyclists in County Mayo as part of an initiative to reduce the county’s casualties.

The initiative, which first ran in 2009, is being jointly promoted by Mayo County Council’s road safety team and An Garda Siochana.

A total of 1,000 vests, provided by the Road Safety Authority, have been distributed to stations across the County. Gardai on mobile patrol will hand them out to pedestrians and cyclists who are not properly visible.

Willie Keaveney, Garda superintendent, said: “It is crucial when using the road at night-time that you are seen. As always, we urge people to wear high-visibility vests, reflective bands and to carry a torch.

"Now we will also be carrying high-visibility vests that our officers can give out to people they encounter on the road who are not properly lit up."

Noel Gibbons, Mayo’s RSO, said: "Already in 2010, 33 pedestrians and three pedal cyclists have been killed on roads around Ireland. We are delighted Gardai are handing out the high-visibility vests because it helps to hammer home our Be Safe, Be Seen message."

For more information contact Noel Gibbons on 094 9047115.

2010-09-28T12:58:00.001-07:00

Commuter Survival Guide for Motorcyclists

2010-09-06T08:24:00.000-07:00

reposted from: www.lightthefuse.co.uk/commuter_biker

The Commuter Survival Guide for Motorcyclists will be a fresh approach to providing practical tips and guidance for today's commuter rider.

Commuter Survival Guide for Motorcyclists - requires registration by visiting www.lightthefuse.co.uk/commuter_biker and entering your email address and password.

The videos 'Bike Planning' and 'Positioning' are a must view for any motorcyclist. Includes some intelligent analysis of motorcyclists planning and positioning for a safer ride.

Reflexite explains... What is ECE104? Retroreflective marking tapes for transportation of goods vehicles.

2010-08-25T03:14:00.000-07:00

Source: Reflexite explains EC104.

What is ECE104?

Regulation ECE104 is the European regulaiton which sets the minimum requirements for retroreflective marking tapes for vehicles which are typically used for transportation of goods. The regulation provides guidelines for retroreflective line or contour markings of heavy goods vehicles and their trailers, allowing other motorists extra time to react when approaching an HGV at night or in poor visibility conditions.
The colour of the tapes must comply with local regulations, which in some cases require yellow to the side and red to the rear. In other cases it requires either yellow or white throughout the whole vehicle.
Reflexite is one of the world's leading producers of ECE104 approved safety tapes.
Download the full ECE104 specification

ECI014 tapes are stocked by BeSeenOnABike here.

Key Dates

The status of what needs to be done in connection to ECE104 depends on which country your vehicle is registered in. National legislations differ in terms of the colours which are allowed to use, and in some countries mandates have been enforced for mandatory use of the marking tapes for certain vehicle categories. It is therefore useful to know exactly which rules apply to your fleet.

We believe the information to be accurate, but please make sure that you always check the latest status of your national Ministry of Transport.

Year Month
2007 October If you ask for a new partial type approval for ECE countries, it must now be R.48-03 (i.e. with ECE104 markings)
2008 July If you ask for a new partial type approval for EU countries, it must now be R.48-03 (i.e. wtih ECE104 markings)
2009 January IRELAND - all registered commercial vehicles must have either ECE104 orchevron markings applied in order to pass the annual road worthiness test
April Now possible to get a ECWVTA
October Countries may start to refuse R.48-01 and R.48-02 approvals (the old approvals prior to the 3rd revision of Reg. 48)
October POLAND - Mandatory for all vehicles registered after 10th October:
Minimum rear marking for trucks wider than 2100mm: N2 > 7.5t and N3 without cabin of the truck, plus O3 and O4
Rear and side marking for trucks longer than 6000mm: N2 > 7.5t and N3 without cabin of the truck, plus O3 and O4
2010 January SWITZERLAND - R.48-03 mandatory for all new approvals for trucks > 7.5t
2011 June Only vehicles with a ECWVTA (i.e. incl. ECE104 markings) can be registered in Europe. This means that all new European approvals will have to have ECE104 markings, regardless of there they are produced.

ECE104 approved product range

At Reflexite you can get an ECE104 approved marking tape for precisely the type of vehicle that you need to mark up. Our product range - the VC104+ series - include marking tapes for rigid bodies, tankers, as well as curtain sides.

The VC104+ tapes are really easy to apply - in most cases you would do the application yourself, and this is precisely what they have been designed for. No need for expensive equipment or expertise - watch our application videos, and you'll be ready!

Both our rigid grade tapes and our curtain grade tapes are applied in one continous strip. This means first of all of course added safety, as the entire lenght of the vehicle is marked up leaving no gaps. However, it also means easy alignment for the person applying the tape.

Features	Reflexite® VC104+ Rigid Grade	Reflexite® VC104+ Curtain Grade
Typical use	For application on rigid surfaces	For application on new or old curtain sides
Application surfaces
Warranty	10 years	3 years when applied to new curtains. Please contact Reflexite for details.
Standard colours	Yellow, white and red	Yellow, white and red
Adhesive	Strong pressure sensitive adhesive, for easy application and high durability	Strong pressure sensitive adhesive, for easy application and high durability
ECE104 compliant	Yes	Yes
Class	"C" (the highest class)	"C" (the highest class)
Construction	Prismatic construction. Untra thin monolayer tape, for extra durability in use.	Prismatic construction. Untra thin monolayer tape, for extra durability in use.
Roll size	50mm x 50m OR 50mm x 12.5m	50mm x 50m
E-mark	Yes (104R-00001)	Yes (104R-00002)
Other	Also available in a kiss-cut version for application onto rear ends of trailers

E-mark - what it is?

Be aware when you upgrade your truck to ECE 104

You want to mark up your HGV with reflective tapes, but how can you be sure that the reflective tape you have bought actually has been approved?

There are many reflective tapes on the market place, and the quality as well as the price differ very much between them. Many of the tapes are available in the required 50mm width and in the colours stated in the new law – yellow, red and white.

But that is not enough! The key is to look for the so-called “E-Mark” – a marking which is permanently printed within the approved reflective tapes at least every 50 cm.
How do the tape manufacturers get the E-Mark?In order to get the approval mark, the reflective tape must fulfil all of the minimum requirements in the regulation. This means that as a user, you are certain that the tape performs, both in terms of reflectivity, the right colours, durability in all weather conditions etc. The approved tapes have undergone extensive testing at certified European test institutes, and when a tape has passed all of the tests it is only then granted the E-mark.

This means that it is certified to Class C of Regulation 104.

Class C is the correct class for the line / contour marking tapes.

E+ number:

This indicates in which country the test house has been located where the tape was approved. For instance, E4 means that the tape was approved at an institute located in Holland.

104 R + number:

104 R means that the tape was approved according to Regulation ECE 104. The last digits are the actual approval number for this particular tape.

What does the elements in the E-mark actually mean?The approved tapes display a mark identidal or similar to the one in the photo (this specific one is for the Reflexite® VC104+ tape approved for application onto rigid surfaces).

So - make sure that the tape you buy for your truck bears the e-mark. This is your guarantee not only of quality and high performance – but also of conforming to the law.

ECWVTA is the abbreviation for the European Whole Vehicle Type Approval.

Directive 2007/46 is the European Whole Vehicle Type Approval. This allows any OEM to get a type approval for the entire vehicle - an approval which can be used throughout the EU. It means that a vehicle homologated in e.g. Germany with a European Type approval can be sold everywhere in the EU without requiring any additional national type approval. In the past it has been necessary to get a national approval in the specific country in which you were to sell your vehicle - so the ECWVTA is almost like a passport!

To get a ECWVTA you must comply with Regulation 48-03, and so have the ECE104 reflective safety markings applied.

Several Road organizations in Europe have published guidelines and/or frequently asked questions documents, which are downloadable from their websites. You can see examples from the UK and Ireland here - contact your local Ministry of Transport for their equivalent.

Where to apply the tapes

Full Contour Marking

Partial Contour Marking

Where should the tapes be applied?To the rear: Here a full contour marking is required, i.e. a full 'box'.
To the sides: Here you can choose to do either a full contour ('box') marking, or a linemarking of the length of the vehicles plus marking of the upper corners if the design of the vehicles allows for this. It is a good idea to mark also the tractor (e.g. on the door) to visually get a marking of the full length of the vehicles, however this is not an obligation.

Minimum 80% of the length of the vehicle (excl. the length of the cabin) must be marked.

The lower line of the marking tape must be placed minimum 25cm from the ground, and in a height of maximum 150cm. This can in special cases be extended to 210 cm.

The length of the upper corner markings must be minimum 25cm.

In cases where a top corner marking is not possible due to the construction of the vehicle, a line marking on its own is allowed.

Regulation 48 guidelines

Which colours should be used?

The colour of the tapes must comply with local regulations, which in most cases require yellow to the side and red to the rear. In some cases it requires either yellow or white throughout the whole vehicle.

How are tapes applied?

Application of the Reflexite VC104+ range couldn't be easier! No special expert equipment is needed, and you don't need to be an expert to apply the tapes. Full guidelines are of course supplied with each roll, but have a look at Reflexites two application videos (opens in new window) - Application of VC104+ Curtain & Rigid Grade - and see for yourself - step by step - how easy it is!

ECI014 tapes are stocked by BeSeenOnABike here.

RoadSafetyGB - the Road Safety Officers website

2010-08-13T05:08:00.000-07:00

Contact a Road Safety Officer in your area.

Road Safety GB (formerly LARSOA) is a national road safety organisation that represents local government road safety teams across the UK. Road Safety GB supports RSOs in fulfilling their statutory role - to reduce the number and severity of road accidents through education, training and publicity policies and programmes.

CE EN 13356 Reflectivity standard

2010-08-02T08:45:00.000-07:00

The CE EN 13356 Reflectivity standard is for visibility accessories for non-professional use. These products reflect the vehicle headlights back to the driver. Be Safe Be Seen! For example BeSeenPromotions.co.uk WrapSlap are to EN13356 standard.

CE EN13356 & BS EN 13356: 2001 are European & British Standards for products primarily intended to be worn or carried by individuals to make them more conspicuous to other road users under low light levels. The products rely upon retro-reflection for their performance and are aids to conspicuity that perform best in circumstances of very low ambient lighting. Products conforming to CE EN 13356 standard have a utility when their movement and retro-reflection attract observers' attention. Visibility accessories complying with this standard are intended to signal the user's presence visually when illuminated by vehicle headlight on dark roads. This standard is not applicable to garments.

Important note: On lit urban roads or in circumstances in which the failure of a vehicle driver to become aware of another road user could result in the serious injury or death of that road user, only high conspicuity garments conforming to EN 471 : 1994 (High-visibility warning clothing) or EN 1150 (protective visibility clothing for non-professional use) can be recommended for use to provide conspicuity.

The definitions for photometry (light measurement) used in the EN 13356 standard are CIE 17.4:1987 (International lighting vocabulary) - Chapter 845 Lighting; CIE 18.2 : 1983 (basis of physical photometry); CIE 54 : 1982 (Retroreflection: definition and measurement)

Products that apply to EN 13356 standard are:-

type 1 - free hanging accessory - an item suspended from a garment or part of the body which is capable of hanging freely and of being removed by a conscious action

Type 1 fasteners should be produced so that if subject to undue force they separate from the garment or body from which they are suspended.

type 2 - removable accessory - an item which is temporarily attached to a garment or on to part of the body and is removable without the aid of tools.

Requirements of type 2 reflectors should be specified by Table 2

type 3 - mounted accessory - an item manufactured to be permanently affixed
flexible/rigid accessory - accessory capable / not capable of being wound around a 25 mm mandrel in all orientations without any visible deformation
orientation sensitive material - having coefficients of retroreflection that differ by more than 15 % when measured at the two rotation angles

15cm2 minimum Retroreflective Area

The accessories shall meet requirements of area as well as retroreflection. When mounting the retroreflector on a garment, the area of the accessory shall be such so that the requirements for the retroreflective value are met. The area of a type 1 accessory shall be between 15 cm2 and 50cm2 per side. If the type 1 accessory is retroreflective from two sides the thickness shall be maximum 10 mm. Each type 2 and type 3 accessory shall exceed the area of 15 cm2.

The accessories shall achieve the minimum retroreflective values given either in Table 1 or Table 2 (see below). The followings tests are made to ensure that after testing the reflective products still confirm to specs in Table 1 and 2:-

Abrasion / brushing resistance
Washing and dry cleaning requirements
Durability against heat
Low temperature requirements (folding)
Influence of rainfall
Exposure to water

Marking

The accessories shall be marked with the following:-

name of the manufacturer or code
type number

The marking shall be:-

on the product itself or labels attached to the product or to the smallest packaging unit.
affixed so as to be legible.
durable for the appropriate number of cleaning processes, where appropriate.
large enough to convey immediate understanding and to allow the use of readily legible characters (numbers not smaller than 2 mm is recommended)

Instruction for use

shall include the following information:-

Name, trade mark or other means of identification of the manufacturer or his authorized representative
Designation of the product type, commercial name or code
Number of this specific standard (EN 13356)
Accessories shall be supplied to the customer with information written at least in the official language(s) of the state of destination.
The following minimum information shall be given:

Fixing - how to attach
Necessary warnings of misuse
Limitations on use (e. g. environment)
Storage - how to store correctly

Click image to make larger.

Speed management : A road safety manual for decision-makers and practitioners

2010-08-01T01:03:00.000-07:00

Source: http://www.who.int/roadsafety/projects/manuals/speed_manual/en/
Manual: http://whqlibdoc.who.int/publications/2008/9782940395040_eng.pdf

Prepared by GRSP, WHO, the FIA Foundation and the World Bank, a good practise manual on speed management.

Speed has been identified as a key risk factor in road traffic injuries, influencing both the risk of a road traffic crash as well as the severity of the injuries that result from crashes.

source: OECD/ECMT Transport Research Centre:
Speed Management report, Paris 2006

For instance, pedestrians have a 90% chance of survival if hit by a car travelling at a speed of 30km/h (19mph) or below, but less than a 50% chance of surviving an impact of 45km/h (28mph) or above.

The risk of a crash and the likelihood of serious injury as a result of a crash both increase with higher vehicle speeds.
• Reducing speed limits lowers the rate of crashes, serious injuries and fatalities.
• Most unprotected road users survive if hit by a car travelling up to 30 km/h.
• Most unprotected road users are killed if hit by a car travelling 50 km/h.
• Speeding is a major road safety problem in many countries, contributing to at least one-third of all crashes, and is an aggravating factor in almost all crashes.

• Speed limits of 30km/h (20mph) should be considered for road lengths where there are high pedestrian movements along and across the road, and no adequate pedestrian segregation.
• The Power model estimates the percentage change in risk as a result of a percentage change in average speed (the relative speed change). For example, a 5% increase in average speed leads to approximately a 10% increase of all injury accidents, and a 20% increase in fatal accidents.
• The aim of a safe road system is to achieve a road transportation system that allows for human error without it leading to death or serious injury.

how iRAP and safer roads can prevent deaths and injuries around the world

2010-07-31T23:17:00.000-07:00

International movie star and Global Road Safety Ambassador, Michelle Yeoh, explains how International Road Assessment Programme (iRAP) and safer roads can prevent deaths and injuries around the world.

Hedgehog song

2010-04-27T00:03:00.001-07:00

Child Safety in UK - VOICE fact sheet

2010-04-26T23:52:00.000-07:00

Even though the United Kingdom has the best overall road safety record in the EU, its performance in terms of protection of vulnerable road users, particularly cyclists and pedestrians, is less satisfactory.
The main reason people do not walk or cycle more often is fear of being hit by a car.
the promotion of cycling and walking and the provision of better protection for cyclists and pedestrians, particularly children, are interrelated issues and cannot be thought of independently.
The number of children killed or seriously injured in Great Britain in 2004 was 3,905. Of those, 2,339 were pedestrians
In residential areas where car speeds have been reduced from 30 to 20 mph, child pedestrian casualties have fallen by 70%
Child cyclists and helmet use - bicycle helmets are effective at reducing the incidence and severity of head, brain and upper facial injury, and two European standards exist for them:

EN 1078 (helmets for pedal cyclists and users of skateboards and roller skates)
EN1080 (impact protection helmets for young children).

They have been found to help reduce injury for users of all ages, though particularly for children. Indeed, wearing helmets among child cyclists involved in crashes reduce their incidence of head injury by 63% and of loss of consciousness by 86%
Surveys show that cycling helmet wearing rates have been rising over the past few years - from 16% in 1999 to 25% in 2002
the overall helmet wearing rates in the United Kingdom remain low. Cycle helmet use is not compulsory and authorities fear that mandatory use may lead to decreased bicycle use. Barriers to helmet use include, for instance, age (teenagers are less likely to wear a helmet), social background (lower income and educational level), and geographical factors (possibly associated with different levels of helmet promotion)
Traffic calming and speed reduction measures The 30 mph limit for built up areas is the most common of British national speed limits although support for lower speed limits has increased over the past decade. A pedestrian knocked down by a vehicle travelling at 40 mph has only a 5% chance of surviving; at 30 mph it is 45%, but at 20 mph the chances of surviving rise to 95%.

source: ETSC

How effective is reflective safety gear?

2010-03-19T07:10:00.000-07:00

Reflective rucksacks & rucksack covers, cycle safety clothing and reflective WrapSlap armbands available at www.BeSeenOnABike.co.uk.

Announcing: BeSeenOnABike & BeSeenPromotions to move to Actinic servers

2009-09-16T03:09:00.000-07:00

Megapixels Ltd is based in Ringwood, Hampshire, England. Megapixels was established in 1999 by Chris & Sharon Street.

Megapixels Ltd has 4 divisions:-

BeSeenOnABike division aims is to prevent cycling accidents by providing safe cycling information & high visibility cycling & other safety gear.

During 3rd quarter 2009, Megapixels Ltd will transfer the BeSeenOnABike division from BeSeenOnABike.com (OSCmax php site) to BeSeenOnABike.co.uk (Actinic site)

BeSeenPromotions.co.uk will transfer from the BeSeenOnABike site to its own website in the 4th quarter 2009.

Both BeSeenOnABike.co.uk & BeSeenPromotions.co.uk sites will be hosted on Actinic UK servers.

Copenhagen's 'best city for cyclists' goal

2009-08-29T02:34:00.000-07:00

By Maddy Savage
BBC News, Copenhagen

Rush hour in Denmark's capital seems anything but rushed.

City workers glide through the streets - trousers tucked into their socks and briefcases slung on to the side of their bicycles.

Some even have children following on behind, wrapped in waterproofs and perching on special trailers known as cargo bikes.

The air feels fresh and there is not a traffic jam in sight.

With less than four months to go until Copenhagen hosts the United Nations climate change summit, the city has announced its vision to become the world's best city for cyclists.

In Copenhagen, a third of people already cycle to work, school or university.

There are about 350km (217 miles) of cycle routes around the city.

Cyclists have priority over cars and pedestrians at many major junctions and traffic lights.

It's a big part of our culture and with all the environmental problems, even more people are starting to use a bike instead

Bettina, cyclist

City officials have just announced their plans to get half of commuters using bikes by 2015.

"The city has worked consistently to improve things for cyclists," said Andreas Rohl, who is in charge of the city's cycling programme.

"Everything you see in Copenhagen today is due to decisions taken back in the 70s and early 80s.

"For people here, going on a bicycle is a bit like brushing your teeth, you don't think much about it!"

He said the new targets for cyclists were "realistic but very ambitious".

Common to be car-free

Two of the city's main bridges have recently had a makeover to help encourage more people to cycle.

One is now completely car-free, the other has been developed to include double cycle lanes on both sides.

The city is planning to widen other existing cycle lanes.

It is also considering congestion charging although the legal procedures to do this are not yet in place.

Bettina, a student, uses her bike several times a day.

"It's a big part of our culture and with all the environmental problems, even more people are starting to use a bike instead," she said.

In Amsterdam, residents already use bikes for more than half of all journeys under 8km.

'Cycling is like brushing your teeth'But, while the Dutch city has long been thought of as the cycling capital of Europe, Copenhagen has beaten it to the top spot in recent surveys by both green campaigners and travel companies."I think it's quite convenient and you are faster than with a car or a bus," said Kristina, another keen cyclist. "It's not so common to have a car here, even for a whole family, and it's highly taxed." Research shows that the more people who travel by bike, the safer it is for each individual cyclist. Five cyclists were killed on Copenhagen's roads last year, half the number killed a decade ago when there were fewer bikes and people cycled less often. Copenhagen's safety record also compares well with other similar sized cities in Europe. Six cyclists died on the roads in Dublin last year, even though the city has more than 80% fewer cyclists. "We are very focused on the safety. Since the mid-1990s we have reduced the risk of having an accident when you travel by bike by 65%," said Andreas Rohl. "The health effect of going on a bicycle is seven times higher than the actual risk of going on a bike."

But what about driving in the city? Most roads are clean and smooth, and most car owners you speak to will not complain about cyclists, mainly because many of them ride bikes too.

"It could be difficult for a new driver in this city but you get used to it!" said Ibrahim, a taxi driver.

"The Danish government advertises that it is good to have bikes. Good for the health and good for the community. It's very green. No pollution."

Changing mindsets

Officials believe they are on track to reach their new cyclist targets within the next six years.

Cycling is safer in Copenhagen than many other European cities

They are hoping to share their ideas with the world at the UN climate change talks in December and at the city's first international cycling conference next year.

There are signs that other European capitals are already looking to follow Copenhagen's example.

Paris, Barcelona, Montreal and London are among the cities openly committed to improving cycle routes.

But it may be much more difficult to persuade countries like China.

Once known as the world's kingdom of bicycles, it is now a growing car market, so achieving investment in cycling there could be a much greater challenge.

"It's all about changing people's mindsets," said Mr Rohl.

"But it really can be the easiest and the most flexible way to get around."

Pedestrians, cyclists among main road traffic crash victims

2009-06-15T21:31:00.000-07:00

reposted from: http://www.who.int/mediacentre/news/releases/2009/road_safety_report_20090615/en/index.html

Half of 1.27 million people who die in road traffic crashes every year are pedestrians, motorcyclists and cyclists, finds new WHO study.

The Global status report on road safety published today provides the first worldwide analysis of how well countries are implementing a number of effective road safety measures. These include limiting speed, reducing drink-driving, and increasing the use of seatbelts, child restraints and motorcycle helmets. Funded by Bloomberg Philanthropies, the report presents information from 178 countries, accounting for over 98% of the world’s population. It uses a standardized method that allows comparisons between countries to be made.

"We found that in many countries, the laws necessary to protect people are either not in place or are not comprehensive. And even when there is adequate legislation, most countries report that their enforcement is low," said WHO Director-General Dr Margaret Chan. "We are not giving sufficient attention to the needs of pedestrians, cyclists and motorcyclists many of whom end up in clinics and hospitals. We must do better if we are to halt or reverse the rise in road traffic injuries, disability and deaths."

Do you know your Green Cross Code?

2008-10-24T01:41:00.000-07:00

If you're a kid, do you think you know more about road safety than your mum & dad? And parents - would you score more highly than your children? Now's the time to find out - take the quiz for parents or kids and then compare your scores!

Cycle Helmets.org - Contradictory evidence about the effectiveness of cycle helmets

2008-07-10T22:53:00.000-07:00

view the evidence for and against wearing a cycle helmet. Make up your own mind!

3M Streetwise - launch March 2008

2008-03-04T05:06:00.001-08:00

LARSOA Archive: Cyclists - Road Safety News

2008-03-04T05:03:00.000-08:00

Bikeability

2008-03-04T04:32:00.000-08:00

Being Safe - Bikeability

It's all about being safe

Like most activities, cycling is not risk-free but fortunately serious accidents are rare. To put the risk in context, there is one cyclist death per 33 million kilometres cycled – it would take the average cyclist 21,000 years to ride that far.

Furthermore, in 2005, 148 cyclists were killed, which is 20 per cent below the 1994-98 average. Research has shown that the more people cycle, the safer it becomes. In the Netherlands, for example, as the number of people cycling has risen, casualties have fallen.

Cycling promotes good health and longer life. Any risks associated with cycling for both children and adults are far outweighed by the benefits of a healthy, active lifestyle. Cycling for at least 30 minutes a day for example gives people a level of fitness equivalent to being 10 years younger. In terms of life-years gained and lost, the Government acknowledges that the health benefits of cycling far outweigh any risks involved – by a factor of 20:1 according to information provided by CTC, the UK's national cyclists' organisation.

The National Standard for Cycle Training, which underpins Bikeability, has been designed by the leading experts in the field of road safety as well as cycling. It is designed on similar principles to lessons for motorcycle riders and car drivers, assessing the likely risks and obstacles faced by cyclists at each stage of their development and created training that encourages them to make their journeys with the skills to manage these risks as far as is practicable.

Five Top Tips for safer cycling

Always make sure that:

1. Your child's bike is roadworthy – encourage them to do their Bikeability Level 1 where they can learn how to check their bike

2. Your child is seen – ensure they wear brightly coloured or reflective clothing

3. Your child is not weighed down by heavy bags and rucksacks

4. Your child wears a helmet that fits properly – the Department for Transport strongly recommends wearing a helmet at all times

5. Your child plans their cycle route before they set off and makes use of cycle lanes where possible

Ultimately, you should ensure that your child has done their Bikeability training! Cycle training can make the biggest difference to your child's safety on the roads and by doing their Bikeability they will gain the skills and confidence to ride safely in a modern traffic environment.

Bikeability is administered by Cycling England. Cycling England works with a range of partners who all share a vision of more people cycling, more safely, more often. To find out more about Cycling England and their partners, please click on the relevant logos below

Ruth Kelly launches £140million cycling fund - detail

2008-03-04T03:52:00.000-08:00

Monday 21 January 2008 09:08

Department for Transport (National) www.dft.gov.uk

Ruth Kelly launches £140million cycling fund

Cycle Training Provision for Half a Million Children by 2012

A record £140million Government investment in cycling, announced by Ruth Kelly, Secretary of State for Transport today, is set to help half a million children cycle safely and a generation of adults rediscover their bikes.

This ambitious new drive to boost cycling will help to tackle road congestion and improve air quality as well as create more opportunities for exercise. It fulfils a commitment to increase investment in sustainable transport initiatives, outlined in the recent strategy document, 'Towards a Sustainable Transport System'.

The money will be invested over the next three years and forms part of the Government's forthcoming strategy to tackle obesity.

The six-fold increase in funding will:

* allow an extra 500,000 10 year-olds across England to take part in Bikeability cycle training by 2012, equipping them to cycle safely and responsibly

* build another 250 Safe Links to Schools, connecting around 500 more schools to the National Cycle Network. Many schools with links have already doubled the number of pupils cycling to school.

* create up to a further 10 Cycling Demonstration Towns in England, as well as the first large Demonstration City.

This will mean nearly 3 million people will have the chance to benefit from best practice and promotion of cycling.

Ruth Kelly, Secretary of State for Transport said:

"Cycling brings many benefits, both for the individual in terms of health and fitness and for the local community as it helps tackle congestion and improve local air quality.

"Being able to cycle safely is an important life skill and I want to give more children the opportunity to do it and encourage more adults to reach for their bikes.

"By 2012, I expect 500,000 more children to have been able to learn the necessary skills so that they cycle safely and responsibly. This will give parents reassurance that their children are suitably equipped to use the roads and enjoy their bikes.

"The results of both Bikeability and Cycle Demonstration Towns are hugely impressive and prove that by providing the right facilities and support more people are willing to get on their bikes. For example, Darlington has quadrupled the proportion of children cycling to school. Aylesbury has also seen a five-fold increase in residents using a bike as one of their two main means of transport in the last two years.

"That is why think it is right to expand this project so we encourage healthier lifestyles and more sustainable communities."

Alan Johnson, Secretary of State for Health said:

"This significant Government commitment to promoting active travel will
have a positive impact on the health and well-being of children and young
people across the country.

"We know that children and young people need to be moderately active for at least an hour every day. While schools are successfully increasing the amount of sport and other physical activities pupils take part in, it is essential that young people do more beyond the school gates. Cycling or walking to and from school is an excellent way to keep active as well as helping to install a culture of exercise for adult life."

Ed Balls, Secretary of State for Children, Schools and Families, said:

"I want children and young people out and about learning to travel safely and independently to school and to other activities. If children can cycle safely to school it will help tackle obesity, keep kids active and help protect the environment.

"As I said in the Children's Plan we want to encourage more outdoor activities and cycling can be an important part of healthy living which is something we all need to teach children, at home as well as in the classroom.

"We need to put healthy lifestyles back where they belong in every part of a child's day. This is a positive start towards reducing the long-term consequences of childhood obesity - establishing good habits from early on ensures a solid basis for children to enjoy their childhood."

The funding package will go to Cycling England, the body set up by Government to promote cycling, to continue their successful work.

Phillip Darnton, Chairman of Cycling England said:

"Cycling England has produced compelling evidence to show that increased and sustained levels of investment in cycling can make a substantial impact.

"We are delighted that the Government has acted and believe today's announcement will make a real difference to the way we travel - to school, work and the station. The expansion of Bikeability training will give the next generation the skills and confidence to ride on today's roads.

"The bicycle really does have a role in helping meet England's transport challenges. It is now taking its place as a proper mode of transport."

Notes to Editors

1. The full breakdown of funding over the next three years is:

2008/09 - £20million
2009/10 - £60million
2010/11 - £60million

1. Of the £140million total funding, £110million is new as Government funding for Cycling England is already £10million a year. The package includes a contribution from the Department of Health in recognition of cycling's role in helping build the recommended levels of activity into people's daily lives. This contribution will be targeted towards areas with high levels of obesity.

2. This programme of funding has been influenced by the very good value for money which cycling projects exhibit. The economic research Cycling England commissioned from consultants SQW is available on Cycling England's website: http://www.cyclingengland.co.uk

3. The Cycling Demonstration Town programme costs £2.8m a year for 6 Cycling Demonstration Towns (Aylesbury, Brighton, Darlington, Derby, Exeter and Lancaster with Morecombe) to showcase best practice in promoting cycling for other areas to learn from.

4. Cycling England will be seeking bids for the new Cycle Demonstration Towns and City in spring 2008/9. Following a period of planning, the major investment will begin the following year.

5. The Bikeability scheme is a new training standard designed to provide children with the on-road skills they need to handle modern traffic conditions. It was launched in March 2007. See http://www.bikeability.org.uk

Public Enquiries: 020 7944 8300
Department for Transport Website: http://www.dft.gov.uk

Ruth Kelly announces £140million for cycling

2008-03-04T03:28:00.000-08:00

On Monday 21st January, Ruth Kelly announced an extra £140million cross-departmental funding to be channelled into cycling over the next three years. For futher details please see the Department for Transport press release here.

If you want news about Cycling England's latest developments, information about the Cycling Demonstration Towns or you want to speak to the national body which coordinates the development of cycling across England, then you've come to the right place!

Here you will find all our latest press releases and other relevant information for the media. If you cannot find what you are looking for please call the press office 020 7260 2782 or email us at press@cyclingengland.co.uk.

You're Better Off By Bike - Transport for London ad

2008-03-04T02:45:00.000-08:00

M&C Saatchi latest advert for Transport for London.

BeSeenOnABike supply Transport for London with WrapSlap armbands.

Bike Guru gets results

2008-03-04T02:40:00.000-08:00

Bike Guru gets results in Bristol

BeSeenOnABike supplied Bike Guru with printed tabards and lights.

Throughout the autumn and winter months Life Cycle’s Bike Gurus have been stopping cyclists, offering them a free fluorescent tabard and fitting their bikes with free lights front and rear. The Gurus also give general cycling advice and carry out a free cycle safety check. The project aims to improve cyclists’ safety by ensuring that their bikes are roadworthy and that they are visible to other road users.

The Bike Guru’s have been appearing at locations across Bristol where there are high levels of cycling including colleges, community centres, cycle paths, and roadsides. To date the Bike Gurus have talked to 910 people, checked 771 bicycles, given away 783 pairs of lights and 726 high-visibility tabards.

Kai Paulden, head of fluorescence at Life Cycle commented: “The Gurus have been tremendously well-received. People are both surprised at our approach and appreciative of the practical help and the free equipment that we offer.”

The Bike Gurus will be making their final appearances over the next few weeks – possibly on a street near you. The project is a partnership between Life Cycle UK and Bristol City Council, supported by the Department for Transport.

Ride safely or you could face a ticket

2008-01-22T14:02:00.000-08:00

reposted from: http://www.bournemouthecho.co.uk/news/latestnews/display.var.1970989.0.ride_safely_or_you_could_face_a_ticket.php

Ride safely or you could face a ticket

By Julie Magee

Comment | Read Comments (46)

FACING FINES: Dangerous cyclists

A Bournemouth police chief has warned that dangerous cyclists who insist on riding on pavements or without lights could receive fixed penalty tickets.

Inspector Neil MacBean told civic leaders that the enforcement of cycling legislation was not a recognised priority for police officers.

But he stressed that officers would take a stand against law-breaking cyclists in problem areas such as Westbourne, where foreign students have been caught flouting the one-way system.

The council's environment and economy scrutiny panel heard how the borough now boasted "a dedicated cycling officer".

Cllr Ron Whittaker said congested Castle Lane West should be "a priority area" and asked how many convictions there had been for cycling without lights.

Insp MacBean said: "Very few; we have introduced fixed penalty tickets.

"If the person responsible goes out and buys lights within 21 days they will not have to pay the penalty charge.

“Officers are asked to stop cyclists, speak to them and ticket them if necessary.”

Inspector Neil MacBean

"Over the last couple of years 40 or 50 cyclists have been dealt with in this manner in Westbourne.

"If there is a community problem we will deal with complaints.

"Officers are asked to stop cyclists, speak to them and ticket them if necessary."

Cllr Phil Stanley-Watts said he had received a large number of complaints concerning cyclists in the pedestrian precinct in Boscombe.

Angela Pooley, representing the Cycle Forum, said the group did not condone cycling on pavements, adding: "Shared footpaths should be a last resort.

"Cycling has a positive impact on people's health and we would like to see a 20mph speed limit on all side roads, which would encourage the less confident cyclists to have a go.

"We would also welcome cycling being allowed at any time of the year along the seafront, except during July and August."

7:00pm Wednesday 16th January 2008

Police: we can’t stop dangerous cyclists

2007-10-23T12:33:00.000-07:00

reposted from: http://www.bournemouthecho.co.uk/news/latestnews/display.var.1778653.0.police_we_cant_stop_dangerous_cyclists.php

Police: we can’t stop dangerous cyclists

By Jane Reader

Comment | Read Comments (51)

DANGEROUS cyclists are putting lives at risk because police don't have time to stop them riding on the pavement, it has been claimed.

Despite regular complaints from the public, a senior Bournemouth police officer has admitted that such offences are not a priority because they are not official Home Office performance indicators.

Inspector Neil MacBean said cycling offences do not appear in the Dorset Police control strategy either, leaving little time to deal with them.

"With respect to enforcement, this is very limited because of the need to prioritise our work," he said.

Insp MacBean made his views known to members of Bournemouth council's Environment and Economy Scrutiny Panel who had asked for information on legal powers and enforcement action against cyclists.

Cllr Robert Lawton, portfolio holder for the environment in Bournemouth, said he was disappointed that the Home Office does not place greater emphasis on cycle safety.

And shoppers in Bourne- mouth agreed.

Terry Smith, 56, from Broadstone, said: "If the police are getting these complaints from the public then why aren't they doing anything about it?"

Harriet Jones, 20, from Springbourne said: "Cyclists are definitely a nuisance, especially in the crowded town centre. The only feasible way to deal with the complaints is to try and integrate them more into the pedestrian system, like Poole has done."

Daisy Goodwin from Charminster added: "This is just typical of the way things are done in this country. If a complaint isn't part of a target that needs to be met, then issues such as this are ignored until they become an even bigger problem and a child gets knocked down or something."

Cyclist Edwin Cunion, 50, from Bournemouth, said "The issue of policing would be irrelevant if there were adequate cycle paths."

Taking a different route - are 20mph speed limits right?

2007-10-19T00:38:00.000-07:00

reposted from: http://commentisfree.guardian.co.uk/daniel_moylan/2007/10/taking_a_different_route.html

emphasis by Chris Street

Taking a different route

Coercive measures like 20mph limits are the wrong approach to road safety. Placing responsibility on individual road users gets better results.

Daniel Moylan

October 17, 2007 9:00 AM | Printable version

Traffic lights stop vehicles; they create space for pedestrians to cross - and so they contribute to road safety. That is the conventional wisdom. But they also generate, in the driver's mind, a sense of claim on the road - when the light is green, it is your turn to go and pedestrians who get in the way are in the wrong. Moreover, they encourage drivers to focus attention on the colour of the lights and to take less notice of what other road users - pedestrians, bicyclists, people in wheelchairs - might be about to do.

There is another model: when you drive into a supermarket car park, there is a minimum of direction (and few people follow such as there is): the driver knows, expects, that people with trolleys and buggies will pop out from all directions with an equal claim on the use of the space. Movement is negotiated by observation and eye contact. Speeds are lower and serious accidents few and far between.

In some European towns, this principle has been taken further: outdoor spaces have been treated similarly to supermarket car parks - lights removed, lines painted out, signs demounted. The observable result has been lower speeds and a more civilised interaction between road users, arising partly, no doubt, from a degree of driver disorientation that follows the removal of the sense of claim, of the belief, encouraged by our conventional approach, that, at certain points, the vehicle has the "right" of way.

It is important to emphasise that such spaces require more thoughtful design than simply the removal of the lights and lines: normally, one would expect to see these changes incorporated into a broader redesign of the public realm - a change in surface materials, distinctions between footways and carriageways - that reinforces the perception of a radically different place, one requiring radically different behaviour. And that redesign needs to be very sensitive to the needs of vulnerable people seeking to manage their way through the space, especially the blind and partially sighted. That is the approach my council in Kensington and Chelsea is taking to proposals for a dramatically new public realm in Exhibition Road.

The way to make progress is to learn by doing. Radical improvement can rarely be modelled in detail in advance. And one of the advantages of a minimalist approach such as this is that things left out can be added back later if there is a proven need.

So, in the search for lower speeds, fewer serious accidents, a more civilised society, we have a choice: "oldthink" emphasis more coercion, enforcement, top-down controls (as are being urged on us with the call for 20mph speed limit); the approach we are promoting is, we believe, more likely to succeed, by working with the grain of human nature and placing responsibility squarely on the road user. Certainly in Kensington High Street, following a redesign that removed nearly all of the guardrail, accidents fell dramatically further than the London average for the period.

Would this work for the English white van man? Would he seek to exploit the more civilised space in order to go on the rampage? Well, there is little to stop that now. If a driver chose to go down Exhibition Road at 100mph today, there would be nothing to prevent him (I may safely say him?) apart from other vehicles. Perhaps we can test it and learn.

Is there a need for more 20mph speed limits?

2007-10-19T00:29:00.000-07:00

reposted from: http://commentisfree.guardian.co.uk/open_thread/2007/10/a_report_published_today_by.html

Is there a need for speed?

A new report recommends cutting speed limits in all built up areas to 20mph. What do you think?

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October 16, 2007 2:00 PM | Printable version

A speed camera. Photographer: Danny Lawson /PA

A report published today by the Parliamentary Advisory Council for Transport Safety (Pacts) suggests that speed limits should be reduced to 20mph in built-up areas to improve road safety.

It is estimated that the proposals could reduce road deaths by over two-thirds from 3,100 a year to just 1,000. Robert Gifford, executive director of Pacts, said that the measures would also make a contribution to sustainability by making the roads safer for cyclists and pedestrians.

The Department for Transport says it supports 20mph zones but feels local authorities should implement them rather than imposing a blanket speed limit in built-up areas across the country. Edmund King, executive director of the RAC foundation warned: "Motorists will accept 20mph limits where they make sense - but they don't want them everywhere."

The Pact report also suggests that more time-over-distance cameras should be installed to enforce the new speed limits in favour of traditional cameras and unpopular bumps and chicanes.

The AA Motoring Trust said: "The question drivers have to ask themselves is this - are they prepared to meet some pretty draconian measures and loss of freedom to achieve these extremely tough road safety targets?"

What do you think, would a blanket 20mph speed limit in built-up areas be "draconian"? And how should it be enforced?

BeSeenOnABike Chris Street on the e-Dragons Den

2007-05-15T21:09:00.000-07:00

Last night (Tuesday 15th May) Chris Street, BeSeenOnABike MD appeared on the E-Den - a dragon's den for e-traders at Bournemouth University. He asked the six members of the mentoring panel (the 'Dragons')

"How can we best use on-line marketing to target our selected markets?"

Download the PowerPoint presentation here.

The Dragons were:

Martin Montague, CEO of Symbios Group, runs over 200 e-commerce sites, dominating the respective markets for on-line dating and ring tone downloads.
Sally Kavanagh of Atracks is a search engine positioning guru and expert on web measurement techniques and analysis.
Allan Cummings, Marketing Manager of Novatech, currently manages annual on-line sales of £20m for this major e-commerce player.
Jon Smith, Business Link E-Commerce Adviser, is the best-selling author of the book Web Sites That Work, the fruit of his work with Amazon and Kitbag.
Spencer Gallagher founder and MD of Bluhalo, a UK Top 20 digital agency, responsible for 1300+ active websites including many successful e-commerce sites.

The panel was chaired by Professor Chris Brady, Dean of the Institute of Business and Law at Bournemouth University.

The candidates were:

Trisha Tattersall of www.partydirectory4kids.co.uk - How can we increase the number of times our customers visit our site and their spend per visit?
Chris Street of www.beseenonabike.com - How can we best use on-line marketing to target our selected markets?
Cliff Lay of www.trax2burn.com - How can we maximize our chances of obtaining funding for growth?
Kim Hull of www.adventureballoons.co.uk - How might we change our web offering and operations to better address the birthday present market?

Bowshot's Nicholas Steven organised the event with an audience of 100 paying up to £35 for the evening.

Comments to BSOAB talk
Plus
- strong product content
- shows passion - safety side is strong
- product range - got potential
- pdf files

Minus
- name change - BSOAB, BeSeen for Runners, Horses etc
- europe - eg Amsterdam
- more links onto us from other sites
- press releases prweb and pressbox.co.uk
- colour of Nuclear Submarine
- flashing logo
- megabundles
- separate websites -
- safety hook improve
- affiliates
- "confusing", confused clients to buy
- sub aqua divers eg Cosalt
- bbc - benchmark

- invest £40k in site
- Alexa - No 8M - 2 per day visitors
- affiliates
- upsell
- ebay shop
- less categories, more in each
- bogof
- add ons at end of sale
- splash holding page - http://www.tottenhamhotspur.com/
- case study
- testimonials
- enquiry form on each page
- put person not info on replies on auto replies

Break out talks: SEO + Linking
- blogs
- high rankings forum
- wordtracker.com
- multiple sites (eg Nokia, 8120 / 8130) motorala,
- links from manufacturers and safety organisations to us
- every blog link to all websites
- call to action on every page
- internal links

BeSeenOnABike.com appearing at e-Dragons Den, Bournemouth

2007-05-14T04:12:00.000-07:00

BeSeenOnABike.com are appearing at e-Dragons Den, Bournemouth at 6.30pm on 15th May 2007.