Psychometric Comparisons of Benevolent and Corrective Humor across 22 Countries: The Virtue Gap in Humor Goes International.

Recently, two forms of virtue-related humor, benevolent and corrective, have been introduced. Benevolent humor treats human weaknesses and wrongdoings benevolently, while corrective humor aims at correcting and bettering them. Twelve marker items for benevolent and corrective humor (the BenCor) were developed, and it was demonstrated that they fill the gap between humor as temperament and virtue. The present study investigates responses to the BenCor from 25 samples in 22 countries (overall N = 7,226). The psychometric properties of the BenCor were found to be sufficient in most of the samples, including internal consistency, unidimensionality, and factorial validity. Importantly, benevolent and corrective humor were clearly established as two positively related, yet distinct dimensions of virtue-related humor. Metric measurement invariance was supported across the 25 samples, and scalar invariance was supported across six age groups (from 18 to 50+ years) and across gender. Comparisons of samples within and between four countries (Malaysia, Switzerland, Turkey, and the UK) showed that the item profiles were more similar within than between countries, though some evidence for regional differences was also found. This study thus supported, for the first time, the suitability of the 12 marker items of benevolent and corrective humor in different countries, enabling a cumulative cross-cultural research and eventually applications of humor aiming at the good.

The Effect of Differences in Day and Night Lighting Distributions on Drivers' Speed Perception.

Previous research has shown that changes to contrast levels in the visual environment caused by fog can affect drivers' perceptions of speed. It is not easy, however, to extrapolate these results to other driving scenarios in which contrast is affected, such as during nighttime driving, because the measure of contrast is more complex when considering factors such as the illumination provided by headlights. Therefore, we investigated the differences in lighting distribution patterns between day- and nighttime driving on speed perception using prerendered 3D scenarios representing driving on a rural road. A two-alternative forced-choice design based on the method of constant stimuli was utilised, with 32 participants viewing a series of pairs of scenarios (day vs. night driving) from a driver's perspective while indicating for each pair whether the second scenario was faster or slower than the first scenario. Our results indicated that speed discrimination accuracy was minimally affected by changes in lighting distribution patterns between day and night.

Fixating on the size-speed illusion of approaching railway trains: What we can learn from our eye movements.

Railway level crossing collisions have recently been linked to a size-speed illusion where larger objects such as trains appear to move slower than smaller objects such as cars. An explanation for this illusion has centred on observer eye movements - particularly in relation to the larger, longer train. A previous study (Clark et al., 2016) found participants tend to make initial fixations to locations around the visual centroid of a moving vehicle; however individual eye movement patterns tended to be either fixation-saccade-fixation type, or smooth pursuit. It is therefore unknown as to which type of eye movement contributes to the size-speed illusion. This study isolated fixation eye movements by requiring participants to view computer animated sequences in a laboratory setting, where a static fixation square was placed in the foreground at one of two locations on a train (front and centroid). Results showed that even with the square placed around the front location of a vehicle, participants still underestimated the speed of the train relative to the car and underestimation was greater when the square was placed around the visual centroid of the train. Our results verify that manipulation of eye movement behaviour can be effective in reducing the magnitude of the size-speed illusion and propose that interventions based on this manipulation should be designed and tested for effectiveness.

The role of eye movements in the size-speed illusion of approaching trains.

Recent research on the perceived speed of large moving objects, compared to smaller moving objects, has revealed the presence of a size-speed illusion. This illusion, where a large object seems to be moving more slowly than a small object travelling at the same speed may account for collisions between motor cars and trains at level crossings, which is a serious safety issue in New Zealand and worldwide. One possible reason for the perceived size-speed difference may be related to the movement of our eyes when we track moving vehicles. In order to investigate this, we tested observers' relative speed perception of moving objects (both abstract and more detailed objects) moving in depth towards the observer, presented on a computer display and eye movements recorded with an eyetracker. Experiment 1 confirmed first the size-speed illusion when the observers were situated further away (18, 36m) from the simulated rail crossing or intersection. It also revealed that the eye movement behaviour of our participants was different when they judged the speeds of the small and large objects; eye fixations were localised around the visual centroid of longer objects and hence were further from the front of the moving large objects than the smaller ones. Experiment 2 found that manipulating eye movements could reduce the magnitude of the illusion. When observers tracked targets (dots) that were placed at corresponding locations at the front of the small object and the long object respectively, they perceived the speeds of the two objects as equal. When target dots were placed closer to the visual centroid, observers perceived the larger object to be moving slower. These results demonstrate that there is a close relationship between eye movement behaviour and our perceived judgement of an approaching train's speed.

An illusory size-speed bias and railway crossing collisions.

Collisions between motor vehicles and trains at railway level crossings have been a high-profile issue for many years in New Zealand and other countries. Errors made in judging a train's speed could possibly be attributed to motorists being unknowingly subjected to a size-speed illusion and this could put them at considerable risk. Leibowitz (1985) maintained that a large object seems to be moving slower than a small object travelling at the same speed. Support has been provided for Leibowitz's theory from studies using simple shapes on a screen. However, the reasons behind the size-speed illusion remain unknown and there is no experimental evidence that it applies to an approaching train situation. To investigate these issues, we tested observers' relative speed estimation performance for a train and a car approaching at a range of speeds and distances, in a simulated environment. The data show that participants significantly underestimated the speed of the train, compared to the car. A size-speed illusion seems to be operating in the case of the approaching train in our simulation and may therefore be a risk factor in some railway level crossing collisions.

Effects of higher-order driving skill training on young, inexperienced drivers' on-road driving performance.

The aim of the current study was to compare the effects of training in higher-order driving skills (e.g., perceptual, motivational, insight) and vehicle handling skill training in relation to on-road driving performance, hazard perception, attitudes to risky driving and driver confidence levels in young, inexperienced drivers. Thirty-six young drivers (23 males and 13 females, average age 16.3 years), mostly on a restricted NZ driver licence, participated in a Driver Training Research camp. Participants were randomly allocated to one of three equally sized groups according to the type of driving skill training (5 days) they received: higher-order, vehicle handling or control (no training). Professional driver assessors conducted a comprehensive driving assessment before (Baseline) and after the training (Post Training). At both time points, participants also carried out a computerised hazard perception task, and completed self-report questionnaires to assess attitudes to risky driving and driver confidence. In terms of on road driving, the participants who received higher-order driving skill training showed a statistically significant improvement in relation to visual search and the composite driving measure. This was accompanied by an improvement in hazard perception, safer attitudes to close following and to dangerous overtaking and a decrease in driving related confidence. The participants who received vehicle handling skill training showed significant improvements in relation to their on-road direction control, speed choice and the composite driving score. However, this group showed no improvement in hazard perception, attitudes to risky driving or driver confidence. The findings will be discussed in the context of driver training as a viable crash prevention intervention in regard to young, inexperienced drivers.

Evaluation of a sudden brake warning system: effect on the response time of the following driver.

This study used a video-based braking simulation dual task to carry out a preliminary evaluation of the effect of a sudden brake warning system (SBWS) in a leading passenger vehicle on the response time of the following driver. The primary task required the participants (N=25, 16 females, full NZ license holders) to respond to sudden braking manoeuvres of a lead vehicle during day and night driving, wet and dry conditions and in rural and urban traffic, while concurrently performing a secondary tracking task using a computer mouse. The SBWS in the lead vehicle consisted of g-force controlled activation of the rear hazard lights (the rear indicators flashed), in addition to the standard brake lights. Overall, the results revealed that responses to the braking manoeuvres of the leading vehicles when the hazard lights were activated by the warning system were 0.34 s (19%) faster compared to the standard brake lights. The SBWS was particularly effective when the simulated braking scenario of the leading vehicle did not require an immediate and abrupt braking response. Given this, the SBWS may also be beneficial for allowing smoother deceleration, thus reducing fuel consumption. These preliminary findings justify a larger, more ecologically valid laboratory evaluation which may lead to a naturalistic study in order to test this new technology in 'real world' braking situations.

Examining the link between information processing speed and executive functioning in multiple sclerosis.

Slowed information processing speed (IPS) is frequently reported in those with multiple sclerosis (MS), and at least 20% are compromised on some aspect of executive functioning also. However, any relationship between these two processes has not been examined. The Sternberg Memory Scanning Test, Processing Speed Index (WAIS-III), Delis Kaplan Executive Function System (D.KEFS), and Working Memory Index (WMS-III) were administered to 90 participants with MS. Their performance on the PSI was significantly below the normative scores but no deficits in memory scanning speed were evident. The initial response speed of the Sternberg and the PSI were more closely related to D.KEFS performance, particularly in timed tasks with a high cognitive demand (switching tasks). In contrast, memory scanning speed was related to working memory. This study reinforces the link between IPS and working memory in MS, and supports the suggestion that IPS is not a unitary construct.

Video-based road commentary training improves hazard perception of young drivers in a dual task.

This study used a video-based hazard perception dual task to compare the hazard perception skills of young drivers with middle aged, more experienced drivers and to determine if these skills can be improved with video-based road commentary training. The primary task required the participants to detect and verbally identify immediate hazard on video-based traffic scenarios while concurrently performing a secondary tracking task, simulating the steering of real driving. The results showed that the young drivers perceived fewer immediate hazards (mean=75.2%, n=24, 19 females) than the more experienced drivers (mean=87.5%, n=8, all females), and had longer hazard perception times, but performed better in the secondary tracking task. After the road commentary training, the mean percentage of hazards detected and identified by the young drivers improved to the level of the experienced drivers and was significantly higher than that of an age and driving experience matched control group. The results will be discussed in the context of psychological theories of hazard perception and in relation to road commentary as an evidence-based training intervention that seems to improve many aspects of unsafe driving behaviour in young drivers.

Executive dysfunction and cognitive impairment in a large community-based sample with Multiple Sclerosis from New Zealand: a descriptive study.

Multiple Sclerosis (MS) is one of the most common chronic diseases of the central nervous system, and in New Zealand an estimated 4000 people are currently affected. This study was conducted to examine executive functioning, memory and general ability in a community-based sample of 95 participants with MS. The sample included those with relapsing-remitting, secondary progressive, chronic progressive and benign MS with an average duration of illness of 11.8 years. Only 9% of the participants showed no indication of cognitive impairment with most exhibiting mild executive dysfunction across the range of shifting, inhibition, fluency and working memory categories. As this became more widespread, all other measures of cognitive ability and memory also showed evidence of deterioration, but in some, this may have been due to slowed information processing. Overall, there was a high degree of variability in the levels of performance and there was no 'typical' pattern of deficits associated with MS. Thus, a proportion of those living with MS may have to cope with noticeable and unpredictable cognitive decline in addition to their physical disabilities.