Now these are Safety Lights, LivingDayLites
Take a look at this day time safety light system for bicyclist, it makes sense. Steady bright yellow lights on the side of your bike that can be seen during the day. Actually the lights are yellow when seen from behind and white from the front.
This is the system required by law in most states for motorcycles and it really works. Motorcycles with running lights are much more visible. Check it out for yourself as you drive around. You will still see some crazy Harley riders without lights. Compare their visibility with motorcycles with day lights. It works well enough that the system is on most new cars. Steady yellow lights are more effective than blinking lights that seem to confuse motorist. Placing the lights on the side of the bicycle helps drivers obey the new three foot minimum passing distance law in New Hampshire and a lot of other states.
Here’s a video that shows what they look like on a bicycle, Pedal to Power.
So far the implementation looks fairly crude and as far as I can tell they aren’t available, yet. However, there is a lot of talk about the on the Ryan Users Group website. The developer, Carl Schoolman, has a posting on Consider Biking, that says send him a note if you want to try them (use the link attached to his name to reach him). He also has a website (still under development) at LivingDayLites.
Here’s what Carl says about LivingDayLights on his site:
I’ve commuted daily by bike for 35 years, mainly in the NY snow belt.
After designing and testing bike safety systems for most of that time, I only recently discovered the benefits of putting lights on a milk crate behind the cyclist.
Until now, we haven’t had a way to greatly decrease bike crashes or greatly increase daily bike use. This is a significant opportunity to do both.
Why am I so sure that this makes bikers both safer and more comfortable?
Because the box uses the lighting principles, technology and equipment that proved most effective in research and use on motor vehicles. Moreover, experts expect them to be even more effective keeping cars from coming too close to bikes. [See experts’ analysis below.]
With my own BrightBike box, my neighborhood is totally-bikeable — from grocery shopping to valet bike parking at events. I have a bike shed, not a garage. The city has committed to becoming bike-friendly and designated my street to be its first Bike Boulevard….
Together, we can make your neighborhood bikeable, too….
Founded ConsumerXchange.org to provide personal consumer advocacy. (Limited-profit, consumer-funded.)
…………..Increasing Bike Conspicuity to Increase Cyclist Safety and Comfort
“Scary traffic” is overwhelmingly reported as the reason adult cyclists do not frequently bike on roads. “I’ve read…road biking safety tips…but still feel really awkward in traffic, mostly because I feel like cars don’t know what to do with me.”
Cyclists are uncomfortable in traffic because they accurately perceive that they are not safe. No matter what they do, some drivers don’t give them enough room, don’t see them at all or are impatient or worse.
The main reason bikes are not treated like motor vehicles in traffic is because they are not as conspicuous.
“One of the key factors in many motor vehicle crashes involving bicycles is the relatively low visibility or conspicuity of the bicyclist from the viewpoint of the motor vehicle’s driver. The bicyclist presents a much smaller profile than a motor vehicle from the front, rear and side, which makes it relatively difficult for a driver to detect, recognize, and assess its motion during day or night. Compared to a motor vehicle, a bicycle is relatively poorly lighted and poorly reflectorized, making it far more difficult for a motorist to recognize and avoid it at night than a motor vehicle. Adding to the problem is that drivers generally do not expect to encounter pedalcyclists, further reducing their conspicuity.” 
The BrightBike box effectively addresses all these risks: The box physically increases the width of the bike and makes it more conspicuous from all sides, day and night. It gives bikes better lighting than most motor vehicles. At night, the box illuminates the bike and cyclist. As more people bike on roads, drivers will expect to encounter them, increasing their conspicuity.
Experts have criticized the governments’ failure to address this problem and solution. In the United States, National Highway Traffic Safety Administraton and Consumer Product Safety Commission research “has generated significant controversy” because it “did not consider daytime conspicuity-enhancing approaches. A more thorough assessment of conspicuity enhancing approaches may be warranted by the apparently large causal role played by conspicuity in the bicycle/motor vehicle crash generation process.” 
Experts, without success, have sought funding for research on the effectiveness, use and acceptability of lights to increasebike conspicuity. 
A study of similar rear-facing running lights on mopeds demonstrated statistically-significant increased conspicuity, day and night. 
Daytime Running Lights on motor vehicles significantly reduce daytime fatal and non-fatal crashes. 
Most motorcycles are designed so that the headlight is on whenever the engine is on; twenty-four states require daytime motorcycle headlight use. 
Steady, not flashing, lights are universally required for motor vehicles, front and back. There must be two distinct lights marking the vehicle’s width, from both directions. They must be high. They must point directly ahead or behind. They must be bright, with minimal glare.
The BrightBike box transfers to bikes the lights that have been most effective on motor vehicles, day and night.
The surprise isn’t that they work well, but rather that they haven’t been used on bikes until now.
1) Bicyclist Conspicuity Issues and Topics for Future Research,” Mark Freedman / Westat in National Highway Traffic Safety Administration/Federal Highway Administration, Pedestrian and Bicycle Strategic Planning Research Workshops, Draft Final Report, Appendix D at 123 (2000.)
2) “Bicycle Countermeasures,” Richard D. Bomberg, Dunlap & Assoc.; preceding cite at 95.
3) “Research Needs,” Tamara Broyhill, Marietta Pearson, reporters; preceding cite at 24.
4) 1985; Personal communication with Mark Freedman, NHTSA contract researcher, 4/3/2008.
5) NHTSA Technical Report, 2004; DOT HS 809 760.
6) “Countermeasures That Work,” NHTSA 2006; DOT HS 809 980.
Trademarks: BrightBike LivingDayLites
I like the concept and would add them to my slipstream now. They look big, bulky and expensive now, but that is a design challenge that doesn’t look very difficult to overcome.
I am looking forward to seeing them on most recumbents in a few years. They just make sense for most riders.