Active red sports car and relaxed purple–blue van: affective qualities predict color appropriateness for car types

Research suggests that color appropriateness differs as a function of object type. Thus, a color may be perceived as appropriate for one product and inappropriate for another product. We argue that perceived appropriateness depends upon the congruity of the affective qualities of a color with those of the product. This assumption was addressed in two studies in which participants assigned the best matching color out of 13 Munsell colors to each of seven car types. Additionally, affective qualities of both colors and car types were measured on semantic differential scales. The first study showed that color appropriateness varied according to car type. As predicted, the affective qualities of the assigned colors tended to be congruent with the affective qualities of the car types. Affective congruity along the potency dimension of the semantic differential was of particular importance in explaining assignments of colors to car types. The second study was a replication of the first study but with a different sample. The results confirmed what we found in the first study. An interesting difference was, however, that activity (not potency) turned out to be the most important dimension of the semantic differential in explaining assignments of colors to car types. Implications for product development and marketing practice are discussed. Copyright © 2012 John Wiley & Sons, Ltd.     

Do internals speed less and externals speed more to cope with the death anxiety?

Past research has showed that mortality salience (MS) increases reckless driving and speeding when the individual perceives driving to be relevant to his or her self-esteem. We claimed that drivers’ control orientations also play a significant role in the relationship between MS and speeding. We hypothesized that both a general desirability of control and traffic locus of control (T-LOC) would moderate the effect of MS on speeding. We tested our hypothesis using an online experiment on a sample of 208 young male drivers. Participants were exposed to either mortality or dental pain salience, and they filled out desirability of control, T-LOC, and self-report speeding measures. The results showed that, for individuals with low desirability of control, MS increased preferred speed and decreased intention to comply with speed limit and the percentage of time complied with the speed limit on urban roads with 50 km/h speed limit. For individuals with high desirability of control, on the other hand, MS increased intention to comply with the speed limit on rural roads and percentage of the time complied with the speed limit on both urban and rural roads. In contrast, the interaction between MS and T-LOC showed that an external T-LOC is positively associated with both intention to comply and the percentage of the time complied with the speed limits only on rural roads with 90 km/h.     

Latencies for movement naming with congruent and incongruent word stimuli

Naming of movement directions was found to be subject to a small but significant amount of interference from incongruent names integrated with the movement stimuli. The delay of direction naming was less than the larga delay of color naming when colors and incongruent color names were combined in the Stroop test. A hypothesis that faster processing of movement directions than of colors is the basis of this difference in interference was tested by beginning the processing of the words at various intervals prior to their movement. No appreciable increase in interference resulted from any of these stationary preexposures of the words. When word preexposures were longest (200 and 300 msec), interference was reduced. The reduced naming interference for movement direction and other dimensions compared to color suggests a basic difference between the central processing of color and other dimensions. Conditions with congruent combination of words and directions provided substantial speeding of direction naming over control conditions.     

Effects of public posting on driving speed in Icelandic traffic

We replicated a study by Van Houten, Nau, and Marini (1980) that had revealed reductions in vehicle speeding following the posting of percentages of drivers not speeding on a sign at roadside. Our subjects were drivers entering a residential area where the speed limit changed from 90 km/hr (55.9 mph) to 60 km/hr (37.3 mph). A total of 4,409 vehicle speeds were taken from two observation sessions per day for 20 consecutive weekdays. The intervention consisted of a single posting condition, in which a hypothetical daily percentage of drivers not speeding was posted on a feedback sign, followed by a double posting condition, in which a sign posting a best result was erected beyond the feedback sign. Results revealed a significant speed reduction from an average of 69.0 km/hr (42.9 mph) during baseline to 63.4 km/hr (39.4 mph) during single posting. Average speed during double posting was 62.9 km/hr (39.1 mph). The percentage of drivers exceeding 70 km/hr (43.5 mph) dropped from 41.0 during baseline to 20.5 during single posting. The significant speed reductions add to the generality of findings of similar studies in Canada and Israel and offer possible explanations for the failure of feedback posting to reduce speed in the U.S.     

When Drivers See Red: Car Color Frustrators and Drivers’ Aggressiveness

Research has found that exposition to red is associated with physiological activation and fighting spirit. A field experiment was conducted to explore whether the color of cars is related to an aggressive response. Drivers waiting at a traffic light were blocked by an experimental car. The color of the car varied (blue, red, green, black, and white). The amount of time that elapsed until the drivers responded by honking their horns or beaming their headlights was the dependent variable. It was found that the red car elicited early aggressive response.     

Searching through synaesthetic colors

Synaesthesia can be characterized by illusory colors being elicited automatically when one reads an alphanumeric symbol. These colors can affect attention; synaesthetes can show advantages in visual search of achromatic symbols that normally cause slow searches. However, some studies have failed to find these advantages, challenging the conclusion that synaesthetic colors influence attention in a manner similar to the influence of perceptual colors. In the present study, we investigated 2 synaesthetes who reported colors localized in space over alphanumeric symbols’ shapes. The Euclidian distance in CIE xyY color space between two synaesthetic colors was computed for each specific visual search, so that the relationship between color distance (CD) and efficiency of search could be explored with simple regression analyses. Target-to-distractors color salience systematically predicted the speed of search, but the CD between a target or distractors and the physically presented achromatic color did not. When the synaesthetic colors of a target and distractors were nearly complementary, searches resembled popout performance with real colors. Control participants who performed searches for the same symbols (which were colored according to the synaesthetic colors) showed search functions very similar to those shown by the synaesthetes for the physically achromatic symbols.     

Feedback interventions and driving speed: A parametric and comparative analysis

Five experiments were conducted to assess the effects of several variables on the efficacy of feedback in reducing driving speed. Experiment 1 systematically varied the criterion used to define speeding, and results showed that the use of a lenient criterion (20 km/hr over the speed limit), which allowed for the posting of high percentages of drivers not speeding, was more effective in reducing speeding than the use of a stringent criterion (10 km/hr over the speed limit). In Experiment 2 an analysis revealed that posting feedback reduced speeding on a limited access highway and the effects persisted to some degree up to 6 km. Experiments 3 and 4 compared the effectiveness of an unmanned parked police vehicle (Experiment 3) and a police air patrol speeding program (Experiment 4) with the feedback sign and determined whether the presence of either of these enforcement variables could potentiate the efficacy of the sign. The results of both experiments demonstrated that although the two enforcement programs initially produced larger effects than the feedback sign, the magnitude of their effect attenuated over time. Experiment 5 compared the effectiveness of a traditional enforcement program with a warning program which included handing out a flier providing feedback on the number and types of accidents occuring on the road during the past year. This experiment demonstrated that the warning program produced a marked reduction in speeding and the traditional enforcement program did not. Furthermore, the warning program and a feedback sign together produced an even greater reduction in speeding than either alone.     

3—6岁白、哈尼族与汉族儿童的颜色命名能力的发展

探讨了云南地区白族与哈尼族３—６岁儿童的颜色命名能力发展,并与北京地区汉族同龄儿童作了比较。实验结果表明,不同民族的儿童的颜色命名能力都伴随年龄增长而逐步提高;但汉族儿童的颜色命名能力发展略高于哈尼族与白族同龄儿童。总的来看,儿童对不同颜色正确命名能力的发展有着共同的规律性,即黑、白、红三色较易正确命名,其次是黄、绿、蓝三色较难正确命名,命名正确率最低的颜色是橙与紫。     

A comparison of self-nominated and actual speeds in work zones

Despite significant research on drivers’ speeding behavior in work zones, little is known about how well drivers’ judgments of appropriate speeds match their actual speeds and what factors influence their judgments. This study aims to fill these two important gaps in the literature by comparing observed speeds in two work zones with drivers’ self-nominated speeds for the same work zones. In an online survey, drivers nominated speeds for the two work zones based on photographs in which the actual posted speed limits were not revealed. A simultaneous equation modeling approach was employed to examine the effects of driver characteristics on their self-nominated speeds. The results showed that survey participants nominated lower speeds (corresponding to higher compliance rates) than those which were observed. Higher speeds were nominated by males than females, young and middle aged drivers than older drivers, and drivers with truck driving experience than those who drive only cars. Larger differences between nominated and observed speeds were found among car drivers than truck drivers. These differences suggest that self-nominated speeds might not be valid indicators of the observed work zone speeds and therefore should not be used as an alternative to observed speed data.     

Conditions for speeding behaviour: A comparison of car drivers and powered two wheeled riders

Against a UK background of decreases in collisions involving car drivers, motorcycle collisions are on the increase. To throw light on this process, this paper explores differences between motorcyclists and car drivers in the conditions for speeding behaviour. Some predictions derived from the model of Task-difficulty Homeostasis (TDH) were tested using self-report data from samples of older (>35 years), male car drivers (n = 269) and motorcyclists (n = 102). As predicted, riders were more likely to speed on rural roads and less likely to speed on urban roads, and, riders were much more likely to speed in daytime than at night.Riding a motorcycle offers opportunities for expressive use of the vehicle and riders are more likely to say they really enjoy riding fast. However amongst older riders this behaviour appears to be largely confined to daytime riding on rural roads. Compared with cars, motorcycles provide more of an opportunity to manoeuvre around obstacles in controlling task demand, rather than using speed as the primary controlling variable. Although this provides more options for the rider, it carries with it vulnerability to loss of control from variation in road surface adhesion and maintaining too high a speed.     

Effects of speed feedback signs and law enforcement on driver speed

This study analyzes the effects of implementing three speed management strategies, namely speed feedback signs, periodic law enforcement, and speed feedback sign supported with periodic law enforcement on driver speed behavior and compliance. To analyze the effectiveness of each strategy, nine locations in Pima County, Arizona, were studied in a cross-sectional framework. For each study site, the driver’s speed, date, time, and vehicle’s length were collected at a location prior to the speed management zone as the baseline, at the speed management zone, and downstream of the speed management zone. The general effect showed that all the strategies were effective in reducing average speed and the proportion of drivers exceeding the speed limit. In addition, the results of the robust heteroscedastic ANOVA test showed that among all the strategies, the speed feedback sign supported with periodic law enforcement was the most effective one. Moreover, it was shown that by supporting the speed feedback sign with periodic law enforcement, the reduction in average speed and proportion of drivers exceeding the speed limit would last, even after passing the speed management strategy. In other words, the existence of periodic law enforcement could potentially modify drivers’ behaviors and increase the spatial effectiveness of speed feedback signs. Comparing the behavior of truck and passenger car drivers also revealed similar results. That is, both truck and passenger car drivers tend to slow down after observing the speed management strategy. The experimental evidence indicates positive benefits for reducing excessive speeding behaviors at the sites.     

An empirical analysis of driver perceptions of the relationship between speed limits and safety

In recent decades, it has become more common for speed limits to be set for political reasons rather than for safety reasons. As a consequence, the motoring public seems to have increasingly begun questioning the rationality of speed limits. This is evident in observed speed data that show that the majority of drivers routinely exceed posted speed limits. A key motivating factor in drivers’ tendency to exceed the speed limit is that they believe that the excess speed does not threaten safety. This paper, specifically studies this matter by using a survey that asked drivers how fast above the speed limit they feel they can drive before safety is threatened. A probabilistic model is estimated using data gathered from 988 drivers in Indiana. Estimation findings show that drivers’ perception of the speed above the speed limit at which they will receive a speeding ticket is a critical determinant of what they believe is a safe speed – suggesting that enforcement plays an important role in safety perceptions. Other variables found to be significant factors in determining the speed above the speed limit at which safety is first threatened include age, gender, being previously stopped for speeding, and drivers’ ethnicity.     

Attention to speed and guide traffic signs with eye movements

The goal of this research is to describe the visual search patterns for diverse traffic signs. Twelve drivers of both genders and different driving experience levels took part in real driving research with an instrumented car provided with an eye-tracking system. Looking at signs has a weak relation with speed reduction in cases where actual driving speed was higher. Nevertheless, among the people who looked at the sign, the percentage of those who reduce the speed below the limit is greater than of those who do not look at the sign. Guide traffic signs, particularly those mounted over the road, are more frequently glanced at than speed limit signs, with a glance duration of more than one second, in sequences of more than two consecutive fixations. Implications for driving and the possibilities and limitations of eye movement analysis for traffic sign research are discussed.     

Examining U.S. drivers’ characteristics in relation to how frequently they engage in speeding on freeways

Speeding and speed-related crashes have consistently represented over 25% of all traffic fatalities over the past two decades. The severity of these speed-related incidents not only impact the drivers but all road users. Thus, characterizing drivers who speed, understanding their motivations, and identifying the types of risky driving behaviors associated with speeding play a critical role in developing, implementing, and sustaining effective countermeasures. Using a survey administered to a U.S. nationally representative sample (N = 2,930 licensed drivers aged 16 or older), this study develops a partial proportional odds model to examine differences in characteristics between types of speeders – frequent, occasional, and non-speeders – and explores characteristics and risk driving behaviors that are most associated with speeding behavior. Additionally, motivations for speeding are examined for drivers who frequently speed compared with those who occasionally speed. Results show speeders tended to engage in other unsafe driving behaviors, such as distracted, aggressive, unbelted, and alcohol-impaired driving. Among demographic and socio-economic variables examined in this study, drivers’ age was the greatest associated determinant. The association with engagement in red-light running, however, outweighed that with drivers’ age. Interestingly, the interaction between educational attainment and engagement in aggressive driving was also predictive of speeding behavior. For motivations for speeding, frequent speeders were more likely to report enjoying driving fast and disagreeing with speed limits compared with occasional speeders. The findings of this study are useful towards identifying the various characteristics and behaviors of drivers who engage in speeding, which can provide future insights into where effective countermeasures and prevention efforts should be focused.     

A replication of the use of public posting in traffic speed control

In an attempt to replicate several previous studies, a reversal design was used to assess the effects of publicly posted feedback on vehicle speed reduction. The intervention phases consisted of daily posted feedback that supplied drivers with either accurate or inaccurate information regarding the percentage of vehicles exceeding the speed limit on the road. Results from the two feedback conditions indicated no speed reduction in comparison to baseline levels. These results are discussed in light of previous studies that found strong effects for such feedback. Baseline levels of driver compliance and methodological differences may limit the effectiveness of posted feedback in reducing speeding.     

The verbal nature of representations of the canonical colors of objects

In selecting the canonical colors of color-specific objects, children may use verbal mediation, a cognitive process whereby an object and its color are matched using verbal rather than pictorial representation [British Journal of Developmental Psychology 14 (1996) 339]. To investigate this process, 108 2- to 5-year-old children were asked to identify 11 colors and to choose crayons to color pictures of color-specific objects. Canonical color choice was significantly predicted by color-labeling skill above the variance portion predicted by age alone. Children were also asked to explain their color choices. Children who knew their colors and who colored canonically provided explanations for their color choices consistent with verbal mediation. However, a high proportion of children who did not know a color, and thus could not use verbal mediation, also gave sophisticated explanations for their color choices if they colored the objects canonically. These findings provide modest support for the idea that identification of canonical colors of objects is a verbal process.     

Role of color in perception of attractiveness

In this color study females reported a favorite color significantly more often than males. Males preferred bright colors significantly more than females, with a converse finding for preference for soft colors. The 276 subjects, when asked to evaluate the attractiveness of stimulus models in photographs, gave as the reason color significantly more often than style of clothing or facial expressions. Subjects significantly concurred with expert choices of recommended and nonrecommended colors in five of the six sets of photographs. This study lends credence that wearing recommended colors makes a difference in judgments of what looks best by subjects over the age of 12.     

Bright Cars and Outsiders: Evidence of Asymmetric Estimates in Vehicular Speeds

Using an improved analysis, this paper provides new evidence regarding the influence of vehicle attributes on the estimation of vehicular speed by an observer. An analysis of speeding records indicates that brightly colored vehicles systematically receive citations for relatively lower speeds. Findings also indicate that trucks were cited for significantly higher speeds than were cars. The findings clarify earlier conflicts in the literature as to whether vehicular characteristics give an impression of higher speed. As an additional topic of investigation, evidence is provided that outsiders, those not living in the jurisdiction, received citations for significantly lower speeds.     

An eye-tracking study of the effects of dimensions of speed limit traffic signs on a mountain highway on driverś perception

Signs control and regulate traffic, anticipating potential dangers, prescribing correct behaviors, and disambiguating likely conflicts in priority. In Brazil, traffic accidents on highways located in mountain rural areas are mainly related to the design of roads and speeding, rather than to the impact of traffic flow. Since drivers highly depend on their visual perceptions for adopting driving behaviors, this study analyzes driver perception during a trip and the response of this parameter to changes in the diameter of vertical speed limit signs in a driver simulator equipped with an eye-tracking system. The objective was to investigate whether an increase in the plate size would enhance driver perception and influence drivers’ compliance with speed limits. Fifty-five volunteers were asked to drive twice on a 10-km mountain route, after which one of the diameters, namely 75, 100, 120, and 150 cm, used according to several Brazilian and American standards, was randomly chosen. The results showed the size of the traffic signs did not affect dependent variables number of fixations, percentage of perceived signals, time of observation, perception distance, and non-compliance with the speed limit. The most significant result was the relationship between speed variability and guided round, since the driver’s performance was improved with the distance along the studied stretch. The outcomes can be useful for the development of strategies that manage speeding on roads by improving and implementing low-cost interventions in low-income countries.     

Effects of environmental,vehicle and human factors on comfort in partially automated driving: A scenario-based study

Although it is key to improving acceptability, there is sparse scientific literature on the experience of humans as passengers in partially automated cars. The present study therefore investigated the influence of road type, weather conditions, traffic congestion level, vehicle speed, and human factors (e.g., trust in automated cars) on passenger comfort in an automated car classified as Level 3 according to the Society of Automotive Engineers (SAE). Participants were exposed to scenarios in which a character is driven by an SAE Level 3 automated car in different combinations of conditions (e.g., highway × heavy rain × very congested traffic × vehicle following prescribed speed). They were asked to rate their perceived comfort as if they were the protagonist. Results showed that comfort was negatively affected by driving in downtown (vs. highway), heavy rain, and congested traffic. Interaction analyses showed that reducing the speed of the vehicle improved comfort in these two last conditions, considered either individually or in combination. Cluster analysis revealed four profiles: trusting in automation, averse to speed reduction, risk averse, and mistrusting automation. These profiles were all influenced differently by the driving conditions, and corresponded to varying levels of trust in automated cars. This study suggests that optimizing comfort in automated cars should take account of both driving conditions and human profiles.