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This study aims to investigate the role of descriptive norms and personality traits in predicting contraflow riding behavior among motorcyclists. A correlational study was conducted to 156 riders who have the active riding licenses, aged 17 to 51 years old. Participants was given validated scenarios to measure descriptive norm and the contraflow riding behavior, and the Indonesian adapted version of the Big Five self-report to measure extraversion and conscientiousness traits. The results show that descriptive norms have a significant role in predicting contraflow riding behavior. Age has also a significant role in predicting contraflow riding behavior.  When the riders perceived that many riders perform contraflow behavior and the younger their age, they are more likely to perform the contraflow riding behavior. Based on this study, the policy makers should make a serious effort in developing the descriptive norms to reduce contraflow riding behavior, especially among young motorcyclists.

This experimental study examined the effects of conscientiousness and competition on group decision quality. The participants of this study (240 undergraduate students, 175 females, and 65 males) were divided into 40 groups of Highconscientiousness (HC) traits and 40 groups of Low-conscientiousness (LC) traits. Each group consisted of three people. The task was to make a group decision in two different settings, with and without competition. The exact logistic regression showed that HC personality significantly increased the risk of bad group decisions. It is likely that the inability of the HC group to adapt their strategy in problem-solving inhibits their performance in producing the quality group decision. The competition condition does not affect the quality. Nevertheless, there is an interaction effect of conscientiousness and competition in influencing the quality of group decisions.

This study was conducted to examine the effectiveness of three intervention programs, i.e. CBT (Cognitive BehaviorTherapy), humor appeal advertisements (positive ads), and fear appeal advertisements (negative ads) in reducingaggressive driving behavior. 196 young adults age between 18–35 years old, who are considered to be at risk inperforming aggressive driving behavior had completed four self report inventories. The four inventories measuresperception on traffic conditions, degree of frustration, anger emotion, and driving behavior. Analysis of mix factorialdesigm shows that CBT intervention program is more effective than the advertising intervention program, particularlyin reducing the degree of frustration and emotional upset. However, no significant difference between humor appeal andfear appeal advertisements in reducing the level of frustration and anger emotion. Moreover, CBT program as well asthe other two advertising intervention programs is not sufficient enough to reduce driving behavior. Based on the A-BCTheory of Emotonal Arousal proposed by Ellis, this result indicates that safety driving behavior (factor C) amongyoung drivers cannot be achieved through these intervention programs, although their belief and emotion (factor B) hasbeen changed. This study implies that other modification behavior technique, i.e. strong penalty from the authority(police) is needed to encourage safer driving behavior of Indonesian young driver

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