Risky riding behavior on two wheels: the role of cognitive, social, and personality variables among young adolescents

Targeted nudging for speeding behavior: The influence of interpersonal characteristics on responses to in-vehicle road nudges

Road carnage is one of the most fatal and expensive global issues today. Many solutions have been implemented to minimize it, but most are costly and unreliable. Therefore, in this study, nudges were used as a reliable and inexpensive tool to affect safe driving behavior which, in turn, may reduce road fatalities. To optimize the use of nudges, we suggested that responses to nudges - in a similar manner to responses to other stimuli - may vary by interpersonal characteristics, so that different nudges may lead to more accurate and reliable reactions in different sub-populations in a predictable manner. To test these assertions, we collected a sample of 200 participants, both men and women, ages 17.5 to 83 years. We measured different interpersonal characteristics that included both demographic information (e.g., age, gender, years with a driver's license) and different personality traits. We then assessed responses to nudges using a simulator that was specially designed for this study, in which participants are asked to adjust their speed as they see fit while they watched a video shot from a driver's perspective of the forward roadway. Over the course of the video, a different nudge was displayed for each subject and their response latency and speeds were recorded for further analysis. We were able to observe several interesting phenomena: responses to a reminder nudge and a negative reinforcement nudge were faster than responses to a social norm nudge. However, the latter showed a longer-term impact. The responses to the social norm interventions were also more variable, demonstrating that high neuroticism is linked to decreased response to social norm nudges, a picture that is repeated in men compared to women. Contrarily, conscientiousness was linked to a faster and more reliable response to the social norm nudge, and the gender effect was eliminated for men with high conscientiousness. Moreover, parenthood was found to increase the response to all nudges and was protective against the effects of high sensation-seeking, which led to more road violations. These findings may be tested using modern technology, which can facilitate the measurements of personal traits and verify the reliability of responses to nudges. Therefore, the current study suggests nudge personalization may be beneficial in improving the use of nudges on the road.

The effect of risk perception and other psychological factors on mobile phone use while crossing the street among pedestrians

Pedestrians may be the most vulnerable group among road users, and mobile phone use while crossing the street is ubiquitous worldwide in this information era. However, previous studies have found that such distracting behaviors may increase the risk of injury and death. The present study primarily aimed to explore the effect of reinforcement sensitivity theory components (i.e., Behavioral Inhibition System (BIS), Behavioral Approach System (BAS)), risk perception, attitudes towards red light running, and fear of missing out (FoMO) on mobile phone use while crossing the street among pedestrians. Risk perception was measured in three ways (i.e., assessing the probability of a negative outcome (RP-Pro), judging the severity of the consequence (RP-Se), and evaluating the general riskiness of the behavior (RP-Ri)). An online questionnaire survey was conducted, and only valid responses (N = 425) were used for subsequent data analyses. The results indicated significant differences in the responses across the risk perception questions with different focuses. Participants who reported engaging in more distracted street-crossing (i.e., high-risk takers) perceived a significantly lower risk, and this difference did not depend on the focus of risk perception. Three path analysis models with differential risk perception constructs (RP-Pro, RP-Se, and RP-Ri) were developed to examine the relationship between risk perception and distracted street-crossing. The results suggest that the relationship between these two variables does not depend on the focus of the risk perception questions. Moreover, FoMO was a predictor of mobile phone use while crossing the street, while attitudes had both direct and indirect effects on behavior. BIS and BAS had the lowest total effect on mobile phone use among pedestrians. In particular, a direct association between BAS and distracted street-crossing was found only in the model in which risk perception was measured by judging the severity of crashes caused by mobile phone use distraction. This study may be meaningful for understanding the associations between psychological factors and mobile phone use among pedestrians. The implications of the findings for the development of safety interventions are discussed in this study.

Structural anatomy and temporal trends of road accident research: Full-scope analyses of the field

INTRODUCTION

Scholarly research on road accidents over the past 50 years has generated substantial literature. We propose a robust search strategy to retrieve and analyze this literature.

METHOD

Analyses was focused on estimating the size of this literature and examining its intellectual anatomy and temporal trends using bibliometric indicators of its articles.

RESULTS

The size of the literature is estimated to have exceeded N = 25,000 items as of 2020. At the highest level of aggregation, patterns of term co-occurrence in road accident articles point to the presence of six major divisions: (i) law, legislation & road trauma statistics; (ii) vehicular safety technology; (iii) statistical modelling; (iv) driving simulator experiments of driving behavior; (v) driver style and personality (social psychology); and (vi) vehicle crashworthiness and occupant protection division. Analyses identify the emergence of various research clusters and their progress over time along with their respective influential entities. For example, driver injury severity " and crash frequency show distinct characteristics of trending topics, with research activities in those areas notably intensified since 2015 Also, two developing clusters labelled autonomous vehicle and automated vehicle show distinct signs of becoming emerging streams of road accident literature.

CONCLUSIONS

By objectively documenting temporal patterns in the development of the field, these analyses could offer new levels of insight into the intellectual composition of this field, its future directions, and knowledge gaps. Practical Applications: The proposed search strategy can be modified to generate specific subsets of this literature and assist future conventional reviews. The findings of temporal analyses could also be instrumental in informing and enriching literature review sections of original research articles. Analyses of authorships can facilitate collaborations, particularly across various divisions of accident research field.

The perceived risk of being infected at work: An application of the job demands-resources model to workplace safety during the COVID-19 outbreak

Safety at work, both physical and psychological, plays a central role for workers and organizations during the ongoing outbreak of COVID-19. Building on the job demands-resources (JD-R) model applied to safety at work, in this study we proposed that the perceived risk of being infected with COVID-19 at work can be conceptualized as a job demand (i.e., a risk factor for work-related stress), whereas those characteristics of the job (physical and psychosocial) that help workers to reduce or manage this risk can be conceived as job resources (i.e., protective factors). We hypothesized that the perceived risk of being infected at work is positively associated with emotional exhaustion. Furthermore, we hypothesized that job resources, in terms of safety systems, communication, decision-making, situational awareness, fatigue management, and participation in decision-making, are negatively associated with emotional exhaustion. We also hypothesized that job resources buffer the association between perceived risk and emotional exhaustion. Overall, 358 workers (meanage = 36.3±12.2 years) completed a self-report questionnaire, and the hypothesized relationships were tested using moderated multiple regression. Results largely supported our predictions. The perceived risk of being infected at work was positively associated with emotional exhaustion, whereas all the job resources were negatively associated with it. Furthermore, safety systems, communication, decision-making, and participation in decision-making buffered the relationship between the perceived risk of being infected at work and emotional exhaustion. In a perspective of prevention and health promotion, this study suggested that organizations should reduce the potential risk of being infected at work, whenever possible. At same time, those characteristics of the job that can help workers to reduce or manage the risk of infection should be strengthened.

Association between alcohol consumption, marijuana use and road traffic injuries among commercial motorcycle riders: A population-based, case-control study in Dares Salaam, Tanzania

BACKGROUND

Alcohol consumption and psychoactive drug use are well-recognised risk factors for road traffic injuries (RTIs). Both types of use may impair and affect drivers' performance. Yet, there is limited literature on their contribution to RTIs among commercial motorcycle riders, particularly in low- and middle-income settings. This study aimed to determine the association between alcohol consumption, marijuana use and RTIs among commercial motorcycle riders in the city of Dar es Salaam, Tanzania.

METHODS

We conducted a case-control study between July 2018 and March 2019. Cases (n = 164) were commercial motorcycle riders who had sustained an RTIs and attended at a hospital. Controls (n = 400) were commercial motorcycle riders who had not experienced an RTIs that led to hospital attendance during the past six months. Alcohol consumption was assessed using the Alcohol Use Disorder Identification (AUDIT) score, which classified participants as a non-drinker, normal drinker(1-7 scores) and risky drinker (scores ≥ 8). Marijuana use was assessed through self-reported use in the past year. We estimated odds ratios (ORs) using logistic regression adjusted for sociodemographic, driver-, and work-related factors.

RESULTS

Risky drinking was associated with close to six times the odds of RTIs compared to non-drinkers (OR = 5.98, 95% CI: 3.25 - 11.0). The association remained significant even after adjusting for sociodemographic, driving and work-related factors (OR = 2.41, 95% CI: 1.01 - 5.76). The crude odds ratios of RTIs were significantly higher among users of marijuana than non-users (OR = 2.33, 95% CI: 1.38 - 3.95). However, the association did not remain statistically significant after adjusting for confounders (OR = 1.11, 95% CI = 0.49-2.48).

CONCLUSION

Our findings confirm increased odds of RTIs among commercial motorcycle riders with risky drinking behaviour even after taking sociodemographic, driving and work-related factors into account. Unlike alcohol consumption the relationship between marijuana use and RTIs among commercial motorcycle riders was unclear. Since motorcycle riders are more susceptible to the effect of alcohol due to higher demands of balance and coordination and because commercial motorcyclist riders, in particular, they spend a considerable amount of time on the road, our results underscore the importance of addressing hazardous alcohol consumption and marijuana use in future prevention strategies to enhance road safety.

High-risk motor vehicle drivers engage in more risk behaviors than motorcyclists

Objective: The purpose of this study was to characterize and compare risk behaviors between motorcyclists and motor vehicle drivers who were involved in accidents and required hospitalization. The study focused on patients who were recently involved in motorcycle collisions (MCCs) and motor vehicle collisions (MVCs). Methods: We identified 63 patients involved in MCCs and 39 patients involved in MVCs who were admitted to our level-1 trauma center from April 2014 to September 2015. These 102 patients completed a questionnaire designed to evaluate risky driving behaviors. Pearson’s chi-squared tests and unpaired two-tailed t-tests were used to evaluate categorical and normally distributed continuous variables, respectively. Multivariable linear regression was used to analyze predictors of risk behavior. Significance was set at p < 0.05. Results: When compared to patients involved in an MCC, patients involved in MVCs were more likely to be female (p = 0.007), drive more frequently (p < 0.001), and never perceive the risk of an accident (p = 0.036). MVC patients were more likely to have admitted to substance use on the day of the accident (p = 0.030), historically drive under the influence of drugs (p = 0.031), drive while tired (p < 0.001), drive while text messaging (p < 0.001), and speed while overtaking vehicles (p = 0.011). Overall, MVC patients engaged in more risk behaviors (3.3 ± 1.3 vs. 2.0 ± 1.5; p < 0.001) and were more likely to engage in multiple risk behaviors (p < 0.001). MVCs were associated with increased risk behavior, even after controlling for protective behaviors, driving history, and demographics (p = 0.045). Conclusions: Within our cohort of trauma patients at our institution, motor vehicle drivers were more likely than motorcyclists to engage in any one risk behavior and engage in a higher number of risk behaviors. In addition, motor vehicle drivers perceived their risk of a potential accident as lower than riding a motorcycle. Education initiatives should focus on motor vehicle driver safety interventions that reduce risk behaviors.

Can social media data be used to evaluate the risk of human interactions during the COVID-19 pandemic?

The U.S. has taken multiple measures to contain the spread of COVID-19, including the implementation of lockdown orders and social distancing practices. Evaluating social distancing is critical since it reflects the risk of close human interactions. While questionnaire surveys or mobility data-based systems have provided valuable insights, social media data can contribute as an additional instrument to help monitor the risk of human interactions during the pandemic. For this reason, this study introduced a social media-based approach that quantifies the pro/anti-lockdown ratio as an indicator of the risk of human interactions. With the aid of natural language processing and machine learning techniques, this study classified the lockdown-related tweets and quantified the pro/anti-lockdown ratio for each state over time. The anti-lockdown ratio showed a moderate and negative correlation with the state-level social distancing index on a weekly basis, suggesting that people are more likely to travel out of the state where the higher anti-lockdown level is observed. The study further showed that the perception expressed on social media could reflect people's behaviors. The findings of the study are of significance for government agencies to assess the risk of close human interactions and to evaluate their policy effectiveness in the context of social distancing and lockdown.

Drug use and pattern of injuries sustained by drivers involved in road traffic crashes

OBJECTIVE

Road traffic crashes are one of the global public health concerns and remain at high priority in many countries. Driving under the influence of drugs increases the risk of crashes through altering the driver's mental state and reactions. This study was conducted to determine the relationship between driving pattern and substance abuse among drivers in Kerman, a city in Iran, in order to enable policy makers to make the necessary decisions in planning and executing guidelines.

METHODS

The population of this descriptive study was drivers involved in road traffic crashes admitted to the emergency department of Shahid Bahonar university hospital in summer 2019. After obtaining demographic information, type of vehicle, type of collision and pattern of serious injury, 222 eligible drivers were tested for tramadol, cannabis, amphetamine, methamphetamine, morphine and methadone using one step urine test strips. Chi-square test, Fisher's exact test, Whitney-Mann and Kruskal-Wallis tests and one-way Anova test was performed using SPSS version 22.

RESULTS

The statistics showed that most drivers were male (90.5%), married (63.5%), age group (18-30) and had positive urine test (76.6%). In addition to uniqueness of dual-drug detection among male drivers (7.7%), the most common substances detected were methadone and morphine with 34.7% and 27.5% respectively. The most common injuries were lower limb and hip injuries mostly among motorcyclists. The results indicated that characteristics of being under 30's, married, school dropout, self-employed and motorcyclist had significant relationship with substance use.

CONCLUSIONS

Substance use, especially methadone, has undoubtedly a significant role in both road traffic crashes and resulted injuries. The high rate of injuries on drivers influenced by methadone in traffic crashes needs to be screened and prevented. It is recommended to not only authoritatively deal with the excessive supply of methadone in the community but also restricting the driving of people receiving methadone treatment.

Adolescent noncompliance with age-specific versus universal US motorcycle helmet laws: Systematic review and meta-analysis

INTRODUCTION

The U.S. experience with motorcycle helmets affords an important insight into the responses of adolescents to age-specific laws. Political contention has led to a number of U.S. state law changes back and forth between universal and age-specific laws. Because both kinds of law require adolescent motorcyclists to wear helmets, relatively few studies have focused on how the law type affects their behavior.

METHOD

Differential behavior is tested by a systematic review of literature, leading to a meta-analysis, in relation to the experience of various states' motorcycle helmet laws. An electronic search was conducted for before-and-after studies in U.S. states that include data on adolescent helmet usage - both with a universally applicable motorcycle helmet law, and with an age-restricted law (usually, under-21 or under-18) - from observational, injury or fatality records for a certain period (e.g., 12 months) pre and post the state law change.

RESULTS

The search yielded ten studies, including two that compared a set of age-specific law states with a set of universal law states over the same time period. Heterogeneity analysis of seven single-state studies with raw data revealed an acceptable fit for a random-effects model. Additional noncompliance with age-restricted laws was indicated by an attributable percentage among exposed of over 65% and odds ratio exceeding 4.

CONCLUSIONS

About two-thirds of adolescent noncompliance with age-restricted motorcycle helmet usage laws disappears with universal applicability. Evidence from numerous international studies of youth reaction to helmet laws suggests that a large part of the greater compliance with universal laws is due to their conveying a more convincing message that helmets afford protection against injury. Practical Applications: The meta-analysis provides fresh, young-rider perspective on the continuing debate over motorcycle-helmet laws. Broader insight into adolescent psychology suggests considering alternatives to age-restricted laws more widely in safety and health policy.

A Frontal Neuropsychological Profile in Fitness to Drive

Traffic accidents are a global concern due to the elevated mortality rates of both drivers and pedestrians. The World Health Organization declared 2011-2020 as the Decade of Action for Road Safety, endorsing initiatives to reduce traffic-related deaths. Yet, despite these incentives, fatal accidents still occur. Different studies have linked deficits in executive functions to risky driving attitudes and crashes. The present study focuses on demographic, cognitive and personality factors, related to the prefrontal cortex, that are characteristic of drivers prone to risky behavior behind the wheel. The penalty Points System was used to classify drivers as "safe", with no point loss over a two-year period, or "risky", with full point loss during the same interval. A neuropsychological assessment of prefrontal cognitive functions was carried out on each group to identify variables associated with safe and risky behavior. Neuropsychological indexes were obtained from a continuous performance task without cue (Simple Attention), a continuous performance task with cue (Conditioned Attention), the Tower of Hanoi test and the Neurologically-related Changes in Personality Inventory (NECHAPI). A Discriminant Analysis (DA) found that education level, reaction times in Simple and Conditioned Attention, learning errors in the Tower of Hanoi and vulnerability in the personality test, best predicted whether drivers were likely to be in the safe or risky group. Finally, a cross-validation analysis performed on the same sample correctly classified 87.5% of the drivers. These data suggest that prefrontal dysfunction contributes to risky behavior behind the wheel. The inclusion of cognitive programs to identify and train drivers with this propensity could reduce risky driving, and consequently, save lives on the road.

Who uses a mobile phone while driving for food delivery? The role of personality, risk perception, and driving self-efficacy

INTRODUCTION

The existing literature on mobile phone use while driving (MPUWD) mainly targets the participants from general population and the young adults, however, few studies pay attention to this form of distracted driving with samples in professional contexts. The present study aims to bridge the gap by identifying the extent of and the motives behind making use of mobile phones while driving for food dispatch among deliveryman.

METHOD

The snowball sampling was used to collect the data (N = 317) through a self-reported questionnaire, including demographics, personality traits, risk perception, driving self-efficacy, and mobile phone use while driving.

RESULTS

Descriptive analysis for the assessed MPUWD behaviors showed that 96.3% (N = 315) of food deliveryman undertook the MPUWD behaviors, though disproportionate distribution among these behaviors existed. Structural equation modeling analysis displayed that psychoticism and driving self-efficacy directly predicted the MPUWD behaviors. The mediating role of driving self-efficacy was verified with the findings that driving self-efficacy completely mediated the relationships that between risk perception and MPUWD behaviors and that between extraversion and MPUWD behaviors, as well as partially mediated the correlation between psychoticism and MPUWD behaviors.

CONCLUSIONS

The present study confirms the prevalence of MPUWD behaviors among food deliveryman. The SEM estimates and bootstrap estimates suggest that personality traits and perceived risk perception per se display limited predicting utility to MPUWD behaviors among food deliveryman, whereas driving self-efficacy and the proposed predictors together well illustrate the assessed MPUWD behaviors among food deliveryman. Practical Applications: These findings imply that developing and implementing intervention efforts in a concerted way would curb these behaviors effectively.

Personality and Behavioral Predictors of Cyclist Involvement in Crash-Related Conditions

In recent years, the increasing rate of road crashes involving cyclists with a disproportionate overrepresentation in injury statistics has become a major concern in road safety and public health. However, much remains unknown about factors contributing to cyclists’ high crash rates, especially those related to personal characteristics. This study aims to explore the influence of cyclist personality traits and cycling behaviors on their road safety outcomes using a mediated model combining these constructs. A total of 628 cyclists completed an online questionnaire consisting of questions related to cycling anger, impulsiveness, normlessness, sensation seeking, risky cycling behaviors, and involvement in crash-related conditions in the past year. After the psychometric properties of the employed scales were examined, the relationships among the tested constructs were investigated using structural equation modeling. The results showed that cyclists’ crash risks were directly predicted by risky cycling behaviors and cycling anger, and the effects of cycling anger, impulsiveness, as well as normlessness on crash risks, were mediated by cycling behaviors. The current findings provide insight into the importance of personality traits in impacting cycling safety and could facilitate the development of evidence-based prevention and promotion strategies targeting cyclists in China.

Meta-analysis of the correlation between personality characteristics and risky driving behaviors

BACKGROUND

A systematic review and meta-analysis was performed to determine the relationships risky driving behaviors (RDBs) have with the big five personality factors, sensation seeking and driving anger.

METHODS

The PubMed, EMBASE, Web of Science, Scopus, Psychinfo, and the Cochrane Library databases were systematically searched. All original studies were retrieved that assessed the relationships RDBs had with the big five personality factors, sensation seeking, and driving anger. Heterogeneity between studies was examined using the Cochran Q statistic and I2 tests. After applying Fisher's r-to-z transformation, the correlation coefficients (r) were summarized from each study and 95% confidence intervals (CIs) were estimated.

RESULTS

Overall, 22 studies were included in the meta-analysis, which included 11211 participants. The results showed that RDBs had a significant negative relationship with agreeableness (r -0.27; 95% CI, -0.36, -0.19; P less than 0.0001), but significant positive relationships with neuroticism (r 0.16; 95% CI, 0.03, 0.29; P=0.584), sensation seeking (r 0.28; 95% CI: 0.23, 0.33; P less than 0.0001) and driving anger (r 0.39; 95% CI: 0.14, 0.64; P=0.002). Conversely, RDBs were not significantly related to extraversion (r -0.01; 95% CI, -0.08, 0.05; P=0.705), conscientiousness (r -0.05; 95% CI, -0.21, 0.12; P=0.584), or openness (r -0.06; 95% CI, -0.12, 0.00; P=0.065).

CONCLUSIONS

Therefore, it appears that individuals most likely to engage in risky driving behaviors would be low in agreeableness, but high in neuroticism, sensation seeking and driving anger.

Injury prevalence and safety habits of boda boda drivers in Moshi, Tanzania: A mixed methods study

BACKGROUND

Traffic crashes are a major cause of global morbidity and mortality disproportionately affecting low- and middle-income countries (LMICs). Motorcycle taxi (boda boda) drivers are particularly vulnerable because they are exposed to traffic risks with limited safety equipment. This study aims to characterize injury prevalence and safety habits among boda boda drivers, as well as ways to improve road traffic safety in LMICs.

METHODS

A cross-sectional mixed methods study was conducted with 300 boda boda drivers between 24 March and 3 April 2014 in urban Moshi, Tanzania. A convenience sample of participants was drawn from 25 of 58 registered boda boda stands and 2 of 31 unregistered stands. Data were analyzed using R, and content thematic analysis was performed and agreed upon by three investigators. Logistic regression models were used to evaluate the association between boda boda characteristics and injury risk.

RESULTS

In total, 300 drivers participated, of whom 148 (49.3%) had experienced a crash during their lifetime, and 114 (77.0%) sustained at least one injury. Only 27 of those injured (23.4%) were hospitalized. Of all participants, 220 (73.3%) reported consistent helmet usage, despite 285 participants (95.0%) agreeing that helmet usage reduces injury severity. From the 280 helmets observed, 231 (82.5%) were either damaged or fit improperly. Having a cracked helmet was associated with higher risk of being involved in a traffic crash. Owning a helmet with a proper fit was associated with reduced risk for a traffic crash (OR = 0.06) and road traffic injuries (OR = 0.07). A thematic analysis of boda boda drivers' suggestions to increase road safety identified four intervention areas: 1) roadway infrastructure and traffic regulation, 2) road user attitudes and safe driving behaviors, 3) education and training, and 4) law enforcement.

CONCLUSION

Our study demonstrates boda boda drivers' safety behaviors and identifies four intervention areas that can be leveraged to increase overall road traffic safety. Unfortunately, while boda boda drivers are aware of ways to improve safety, adherence to safety habits remains low. Successful multi-sectoral interventions are needed to improve road safety for boda boda drivers in Tanzania.

Role of sensation seeking and attitudes as mediators between age of driver and risky driving of Powered Two Wheelers

INTRODUCTION

This study examines the effect of age of driver on risky driving of Powered Two-Wheelers (PTW) employing sensation seeking and safety attitudes as mediators.

METHODS

A survey was conducted with 1299 PTW drivers (1089 males and 210 females) within the age of 18 and 63years, living in the state of Kerala, India. The questionnaire consisted of 31 items to measure sensation seeking, safety attitude, and risky driving of the drivers.

RESULTS

Mediation models were examined using sensation seeking as mediator and secondly safety attitudes as mediators. The relationship between the driver's age and risky driving was fully mediated by all the three variables.

PRACTICAL APPLICATIONS

Results of this study suggest that safety strategies should be employed to reduce risky driving tendencies that could be achieved by shaping or adapting the mediators (reducing sensation seeking and enhancing safety attitudes). This goal could be reached by starting to educate children about this at an early stage when they are at school as well as by social learning and safety awareness campaigns.

Using negative emotional feedback to modify risky behavior of young moped riders

OBJECTIVE

The aim of this research was to investigate whether the use of messages with negative emotional content is effective in promoting safe behavior of moped riders and how exactly these messages modulate rider behavior.

METHODS

Participants received negative feedback when performing risky behaviors using a computer task. The effectiveness of this treatment was subsequently tested in a riding simulator.

RESULTS

The results demonstrated how riders receiving negative feedback had a lower number of traffic accidents than a control group. The reduction in accidents was accompanied by a set of changes in the riding behavior. We observed a lower average speed and greater respect for speed limits. Furthermore, analysis of the steering wheel variance, throttle variance, and average braking force provided evidence for a more even and homogenous riding style. This greater abidance of traffic regulations and friendlier riding style could explain some of the causes behind the reduction in accidents.

CONCLUSIONS

The use of negative emotional feedback in driving schools or advanced rider assistance systems could enhance riding performance, making riders aware of unsafe practices and helping them to establish more accurate riding habits. Moreover, the combination of riding simulators and feedback-for example, in the training of novice riders and traffic offenders-could be an efficient tool to improve their hazard perception skills and promote safer behaviors.

The role of individual and personality factors in controlling risky behaviours related to AIDS: Proposing a causal model

BACKGROUND

Investigating previous studies show that personality traits have an important role in controlling risky behaviours related to AIDS; therefore, the aim of this study is to investigate the relationship between AIDS health literacy, personality traits and mental health and controlling risky behaviours related to AIDS through self-efficacy.

METHODS

The statistical population includes all the young people in western provinces of Iran, 2015. Data analysis was carried out for a sample of 756 participants (59% female).

RESULTS

The results show that except for the socializing trait, all the other variables are related to controlling risky behaviours. In addition, variables of health literacy related to AIDS, mental health, activity, impulsive sensation seeking and hostility have a direct relation to controlling risky behaviours. Also, the predicting behaviours can predict 62% of the variance in controlling risky behaviours related to AIDS. The analysis results show that health literacy has an indirect impact on controlling risky behaviours through self-efficacy. In other words, health literacy related to AIDS leads to controlling risky behaviours when self-efficacy is high for controlling risky behaviours.

CONCLUSION

Based on the results, it is recommended that the role of self-efficacy in controlling risky behaviours be considered as a strategy for preventing AIDS. Copyright © 2016 John Wiley & Sons, Ltd.