Perceived accessibility refers to individuals’ subjective perception of how easy it is to reach destinations using a specific mode of transport. As such, understanding the effect of perceived accessibility on travel behavior is essential for creating transport systems and urban environments that are efficient, equitable, and sustainable. This study develops a new integrated model by combining the Norm Activation Model (NAM), the Theory of Planned Behavior (TPB), perceived risk, and perceived accessibility. This enhanced model offers a comprehensive understanding of the factors influencing individuals’ intentions to switch to urban train systems. Additionally, the moderating effects of perceived accessibility on the link between personal, contextual factors and switching intention are also explored. The model developed is tested using data obtained from a sample of 535 individuals in Hanoi, Vietnam. This is particularly important because more research in low- and middle-income countries (LMICs) is needed to address the sustainability challenges these nations face due to their dependency on motorized private transport. The findings show that subjective norms have the strongest effect on the intention, followed by personal norms, attitude, and perceived accessibility. This study also confirms the moderating role of perceived accessibility on the link between attitude and switching intention, while the other hypotheses regarding the moderating effects of perceived accessibility are not supported by the findings. These insights aim to inform policymakers and public transport authorities in developing targeted strategies to promote sustainable urban mobility in Vietnam.

In the expanding food delivery sector, particularly in Asia, where motorcycles are preferred for their efficiency, there has been an alarming rise in traffic safety incidents involving delivery riders. This increase highlights the need for a comprehensive understanding of safety outcomes within the industry, encompassing both organizational and personal factors. Our study, using data from 401 motorcycle delivery riders in Vietnam, addresses this gap with a conceptual model based on the Safety Climate Model. This model assesses the impact of safety climate, knowledge, and motivation on rider safety performance. Our findings reveal that factors like management values, effective safety communication, and quality safety equipment are crucial in creating a positive safety climate. This climate significantly boosts safety participation and compliance among riders. Furthermore, the study confirms that safety climate indirectly influences safety outcomes through safety knowledge and motivation. These results illustrate the dynamic between organizational practices and individual behaviors in determining safety in the food delivery industry. The study underscores the need for a holistic approach to safety, extending beyond equipment provision to include management commitment, communication, and motivational incentives. Implementing such comprehensive strategies is vital for enhancing rider safety, contributing to a safer work environment, and reducing safety–critical incidents among food delivery riders.

In low- and middle-income countries, electric motorcycles (EMs) are not generally well accepted in the community as many infrastructural, technological, and psychosocial barriers remain unaddressed. A greater understanding of adoption barriers perceived by motorcycle riders can help devise strategies, such as policy and behavioural change interventions, to increase the uptake of EMs. This study aimed to investigate the risk dimensions of EM adoption and integrate them into the Theory of Planned Behaviour to model users’ intention to adopt EMs. A multi-group analysis was also conducted to examine the moderating effect of demographic characteristics on the proposed model. The data were collected from two cities in Vietnam, making this one of the region's first theory-based studies on the electrification of the transport system. The outcomes of the structural equation modeling affirmed that the psychosocial variables outlined in the Theory of Planned Behaviour (i.e., attitudes, perceived behavioural control, and social norms) and perceived risk significantly influence the behavioural intention to adopt EMs. These findings hold significance for policymakers and manufacturers as they provide valuable insights into the factors that can be targeted to enhance the adoption of EMs. This represents a crucial step towards advancing sustainability goals in low- and middle-income countries.

There is a plethora of technology currently available that have the ability to notify individuals of traffic enforcement locations while they are driving. This technology has the potential to undermine legal deterrent efforts for preventing risky driving behaviours. However, drivers’ experiences using this technology and the trajectories through which this might interfere with deterrence for road rule violations are largely unexplored areas. As such, the present study aimed to explore two research questions: 1) what type of technology is used and how is it used, and 2) how does drivers’ use of this technology influence deterrence for road rule violations. In total, 58 Queensland licenced drivers who use technology that informs them of legal enforcement while driving participated in focus groups. To consider differences in use between ages, the sessions were conducted in three different age groups: 17–25 years, 26–49 years, and 50+ years. Reflexive thematic analysis was applied to the data, resulting in eight recognised themes. The findings highlighted that for most drivers, the primary purpose of using the technology was for navigation, while being notified of enforcement locations was a secondary purpose. In addition, the use of this technology encouraged road rule compliance for some yet was used as a strategy to avoid being caught for road rule violations for others. The findings have a number of practical and theoretical implications, demonstrating the complex interplay between technology used for enforcement notifications, its role in deterring road rule violations, and the principles of responsible innovation.

The present study examines the question of whether certain humor styles predict self-esteem. Men and women in 15 countries (NTOTAL = 4701) completed self-report measures assessing self-esteem and the four humor styles of affiliative, aggressive, self-defeating, and self-enhancing. Each of the country samples had self-esteem averages at or above the midpoint of the scale, but did vary. The samples from Colombia and Serbia had the highest self-esteem values and Russia had the lowest. For all of the country samples, with the exception of Russia, the multiple regression results demonstrated that a greater level of the self-enhancing humor style positively predicted higher self-esteem scores. As the self-enhancing humor style involves improving one’s mood with humor, the results suggest that for the majority of the participants, self-enhancing humor styles also help to increase self-esteem. The results are discussed both within countries and across the samples. In particular, the unique finding that not a self-enhancing humor style but an aggressive humor style predicts self-esteem in the Russian sample is discussed. The chapter ends with a discussion of how humor styles correlate with mental health indicators and how the understanding of humor style profiles are related to well-being across countries adds to the global understanding of individual differences.

Large Language Models (LLMs) are expected to significantly impact various socio-technical systems, offering transformative possibilities for improved interaction between humans and technology. However, their integration poses complex challenges due to the intricate interplay between societal structures, human behaviour, and technological innovation. This research explores these multifaceted challenges, emphasising the need for a human-centered approach in integrating LLMs to ensure that technological advancements are aligned with ethical standards and societal needs. Utilizing a structured methodology comprising a workshop, literature analysis, and expert collaborations, the study uses a multi-dimensional human-centered AI framework to guide the responsible integration of LLMs. Key insights include the importance of inclusive data, considering unintended consequences, maintaining privacy, and respecting intellectual property rights. The paper identifies and advocates for principles like human-in-the-loop, continuous longitudinal studies, proactive awareness campaigns, and regular audits to develop LLMs that are ethically sound, adaptable, and effectively integrated into various socio-technical systems, thus addressing user needs and broader societal impacts. The paper also underlines the importance of collaboration among academia, industry, and policymakers to develop LLMs that are ethically aligned, socially beneficial, and adaptable to future societal needs. The findings offer valuable insights into the strategic integration of LLMs, advocating for a broader research perspective beyond industrial motivations to fully understand and leverage LLMs in socio-technical landscapes.

Speeding is widely recognized as a key contributor to the occurrence and severity of road crashes, making studies on speed reduction devices particularly relevant given poor road safety outcomes worldwide. This study investigates the impact of fixed speed cameras on driver behavior and speed reduction in urban arterials using a naturalistic driving study methodology. Data from 13 drivers and 116 trips in Curitiba, Brazil, were analyzed, with a focus on speed cameras placed on arterial roads. Speed data were grouped and analyzed by various categories, including topographic profile, day and week periods, and rain conditions. Mean comparisons were used to compare data sets, revealing an overall speed reduction effect of 0.69 km/h (−1.33%) around the speed camera. The study identified a pattern of punctual speed reduction, known as a “kangaroo jump,” a speed reduction followed by an increase in speed, referred to as the “compensation effect,” and a new pattern characterized by a non-significant speed reduction at the speed camera site followed by an increase in speed, referred to as the “cobra strike effect” because of its curve pattern. The largest speed reductions were observed for flat topographic profiles (−2.98%), daytime travel (−1.58%), and travel on working days (−1.75%) with rain (−1.80%). Conversely, the speed camera had little impact on vehicle speed for uphill topographic profiles, no rain conditions, and travels during weekend.

Reducing risky behaviors and traffic violations is crucial for preventing road trauma among private and commercial motorcyclists. While legal interventions such as road rules and police enforcement have been somewhat effective, there is a gap in understanding how motorcyclists perceive these deterrents and the psycho-social factors influencing their effectiveness. This research aims to explore the interplay between motorcyclists’ psycho-social predispositions and their responses to legal interventions. It also compares two distinct groups of riders - private and commercial motorcyclists - within the urban environment of Da Nang, Vietnam, providing a nuanced consideration of the influence of work-related impacts on risky behavior, which can enable targeted interventions. We propose a theoretical model integrating the Theory of Planned Behavior and Deterrence Theory to analyze how psycho-social and punitive factors influence riders’ traffic violations. A total of 423 delivery riders and 411 private riders in Da Nang participated in the study. The results show that attitude, perceived behavioral control, and perceptions of deterrence significantly impact riders’ intentions to engage in risky behaviors, with delivery riders being particularly responsive to law enforcement and penalties. To enhance policy effectiveness, interventions should employ tailored enforcement strategies that account for the unique motivations and perceptions of each rider group. For example, increasing the visibility and consistency of law enforcement could be particularly impactful for delivery riders, who are more sensitive to immediate deterrents. Policy adjustments should also focus on reshaping riders’ attitudes toward safety and adjusting their perceived control over riding situations. By tailoring interventions to effectively influence each group's behavior, we can ultimately reduce traffic incidents.

This study estimates mixed logit models taking into account heterogeneity in means and partially constrained parameters in order to explore possible shifts within parameters over time to study factors influencing bicyclist injury severity outcomes. Separate statistical models are estimated for two bicyclist helmet-wearing scenarios (helmet and non-helmet) using a comprehensive dataset from Florida covering a three-year period to assess COVID-19 effects from the 1st of January 2019 to the 31st of December 2021. This research evaluates several factors influencing helmeted and non-helmeted bicyclist injury severity, encompassing the attributes of drivers and cyclists, the environment and weather, the features of the roads and their temporal aspects, and the different types of vehicles. The performed analysis further enhances model robustness by assessing the temporal stability and transferability across different contexts through likelihood ratio tests, alongside an in-depth examination of the temporal consistency of explanatory variables via marginal effects analysis, confirming significant variations between non-helmeted and helmeted bicyclist models and revealing temporal shifts in factors affecting injury severity during the study period. Findings from the model estimations identify several significant variables with consistent parameter estimates across years. Stop signs, cycling with traffic, and dark, unlit conditions increase severe injury risk in non-helmet models, while the stop sign indicator consistently reduces severe injury risk in helmet models. Statistically significant random parameters are identified across different years and helmet-wearing scenarios, including the male driver indicator, which exhibits varying effects on injury severity. Out-of-sample prediction analysis suggests helmets reduce severe injury probability but may increase minor injuries and decrease no-injury accidents, indicating potential risk compensation behavior among helmeted bicyclists. Although helmets offer protection against severe injuries for bicyclists, it is crucial to adopt a comprehensive safety approach, particularly given the evolving demographics of bicyclists amid the COVID-19 outbreak. This entails considering factors like bicyclist and driver behavior, environmental conditions, and infrastructure enhancements. Policymakers, road safety professionals, and advocacy groups should collaborate to develop holistic strategies to address the determinants of bicycle crash severity outcomes and enhance safety measures for bicyclists across diverse road environments.

Empirical data demonstrates that distracted driving is a leading cause of crashes even in countries with sophisticated road safety systems. As such, a paradigm shift is needed to prevent driver distraction. This study aims to contribute to this paradigm shift by critically investigating the official distraction-related information and road rules for drivers in Australia, while gaining an understanding of how distraction is specifically addressed in these materials. Using a multistage content analysis, it was identified that official information focuses on three major categories including overview of distraction, sources of distraction, and prevention of distraction. The findings suggested ways that State Governments could improve the available information and road rules, as some of these materials were insufficient or ambiguous. For instance, several sources of distraction, particularly internal distractions (e.g., medical impairments) and external distractions (e.g., advertisement billboards) have been overlooked or received limited attention in the information. Additionally, the information does not address the specific needs of certain road users, such as young and inexperienced drivers. Further, the guidelines for safe interaction with certain in-vehicle distractions such as smartwatches, advanced driving assistance systems, and pets are insufficient or inconsistent across jurisdictions. The rules concerning some distraction types are ambiguous and contain uncertainties. Furthermore, general rules involving distracted driving such as those related to careless driving were found to lack specificity. The results of this investigation provide guidance for policymakers worldwide in developing road rules for distracted driving and the need to change the approach to a more holistic management of distractions.

Distracted driving poses one of the most significant risks to road safety. The current study aims to provide a deeper understanding of the factors affecting the severity of distracted driving crashes in New York City and to explore the temporal stability in the effects of different variables on crash outcomes in 2016 to 2019 period by adopting a post-crash perspective. The police-reported data of single-vehicle distraction-related crashes of private cars on urban roads of New York City was used for this study. Three injury categories were considered: no injury, minor injury, and severe injury. To investigate crash severities and identify unobserved heterogeneities, a random parameters logit model was conducted. The results revealed that a wide variety of variables including driver traits, vehicle and temporal characteristics, and crash attributes were found to be significant in explaining distracted-related crash severities. Furthermore, a series of likelihood ratio tests were conducted to identify the temporal shifts of estimated variables during the period. The results of the temporal analysis showed that the estimated variables of the random parameters model were unstable during the 4-year period, which may be the result of shifting trends such as the development of in-vehicle technologies, and new sources of distraction. However, the complex nature of distracted-related crashes and changes in driver behavior should be considered for further interpretation. This research provides a set of policy implications for planners and policymakers, aiming at facing factors contributing to a higher level of injury severity in distracted driving crashes. This includes providing targeted information on distracted driving to high-risk groups, such as younger drivers, and also combining education, awareness programs, higher penalties, and intense patrolling. Engineering measures such as enhanced roadside illumination and audible edge lines can be effective, especially in reducing late-night distracted driving crashes.

Using mobile phones while riding is a form of distracted riding that significantly elevates crash risk. Regrettably, the factors contributing to mobile phone use while riding (MPUWR) among food delivery riders remain under-researched. Addressing this literature gap, the current study employs the Job Demands-Resources (JD-R) model and various socio-economic factors to examine the determinants of MPUWR. The research incorporates data from 558 delivery workers in Hanoi and Ho Chi Minh City, Vietnam. The study utilizes two analytical methods to empirically test the hypotheses, considering non-linear relationships between variables: Partial Least Square Structural Equation Modelling (PLS-SEM) and Artificial Neural Network (ANN). The results reveal mixed impacts of factors connected to job resources. Although social support appears to deter MPUWR, work autonomy and rewards seemingly encourage it. Furthermore, a predisposition towards risk-taking behaviour significantly impacts the frequency of mobile phone usage among delivery riders. Interestingly, riders with higher incomes and those who have previously been fined by the police exhibit more frequent mobile phone use. The findings of this study present valuable insights into the crucial factors to be addressed when designing interventions aimed at reducing phone use among food delivery riders.

The study applied the Theory of Planned Behaviour (TPB) to explore motorcycle riders’ underlying behavioural, normative, and control beliefs towards Advanced Rider Assistance Systems (ARAS). Each belief was explored in terms of three categories of technologies, (i) advanced technologies that help riders manage riding according to situations and conditions, (ii) advanced technologies that help riders to stop, and (iii) advanced technologies that help riders to corner. Eight focus groups were conducted with 39 motorcycle riders (Mage = 44.54 years, 27 males) who resided in Australia. First, participants completed a short online questionnaire which asked demographic information (e.g., age, gender, riding experience), before taking part in a 50-minute semi-structured online focus group. Participants’ knowledge of ARAS differed depending on the type of technology, with most participants reporting good to excellent knowledge of cruise control and standard anti-lock braking system (ABS) and a poor to fair understanding of selectable riding modes and cornering ABS. For behavioural beliefs, two common advantages reported for all three categories of technologies were safety and that the technologies would benefit new riders or riders with less experience. The three common disadvantages included concerns over riders’ reliance on the technologies, cost, and loss of skill or false sense of security. For normative beliefs, participants reported that their loved ones (i.e., partner, family, and friends) would approve of them using these technologies, with participants perceiving that ‘purists’ (i.e., riders who prefer to ride traditional motorcycles) would disapprove. For control beliefs, cost, lack of information on the safety of advanced technologies, and not being able to switch off systems were reported as barriers to use. Lowering insurance premiums, education/test rides, technologies as selectable options, and availability, were all identified as factors that would encourage use of ARAS. By providing information about ARAS, riders will become more informed about ARAS, which may enhance trust and user acceptance. Additionally, ongoing research and development are essential to ensure the evaluation and improvement of ARAS and mitigate any unintended consequences.

Introduction: Speeding behaviour contributes significantly to road crashes and subsequent injuries and fatalities. The purpose of this study was to examine which traditional countermeasures (i.e., police enforcement and on-road signs) and technology-based countermeasures (i.e., advanced driver assistance systems [ADAS] and in-vehicle speed audio alerts) drivers perceived as effective in assisting them to comply with posted speed limits. Methods: Participants (N = 680; Mage = 49.34 years) who held a current driver's licence completed a 20-minute online survey. Participants in the experimental condition were randomly assigned to read one of four scenarios which differed based on location (urban or regional) and posted speed limit (60 km/hr or 100 km/hr) or to the control condition (no scenario), before answering questions about the perceived effectiveness of the traditional and technology-based interventions. For the experimental conditions, participants were instructed to respond to these questions based on how they would drive in the situation outlined in the scenario. Results: Low-level speeding behaviour was common, with 40.7 % reporting regularly driving 5 km over the posted speed limit in a 60 km/hr speed zone and 50.4 % reporting regularly driving 5 km over the posted speed limit in a 100 km/hr speed zone. A mixed ANOVA revealed that participants perceived police enforcement activities to be the most effective at assisting them to comply with posted speed limits when compared to other traditional and technology-based approaches. Further, ADAS was rated by participants as significantly more effective at assisting them to comply with the posted speed limit in the 100 km/hr urban condition compared to the 60 km/hr urban condition. Conclusions: Low-level speeding behaviour remains common practice and there is a need for continued roadside police presence to discourage this behaviour. Drivers with ADAS-equipped vehicles could also be encouraged to use systems, such as adaptative cruise control, to assist with speed management on high-speed roads.

Introduction. Technological advancements have the potential to enhance people’s quality of life, but their misuse can have a detrimental impact on safety. A notable example is the escalating issue of distracted driving resulting from the use of mobile phones behind the wheel, leading to severe crashes and injuries. Despite these concerns, both drivers’ usage patterns and their risk-related associations remain scarcely documented in Mexico. Therefore, this descriptive study aimed to examine the mobile phone usage of Mexican drivers, its relationships to risk awareness and near-miss/crash involvement, and the self-reported underlying reasons for this behavior. Methods. This cross-sectional study utilized a sample of 1,353 licensed Mexican drivers who took part in a nationwide series of interviews regarding their onboard phone use settings. Results. A significant percentage of drivers (96.8%) recognize using a mobile phone while driving as high-risk behavior. However, only 7.4% reported completely avoiding its use while driving, with 22.4% identified as high-frequency users. Frequency was also found positively associated with the self-reported rate of near-misses and crashes. Furthermore, qualitative data analysis highlights the emergence of a ‘sense of urgency’ to attend to phone-related tasks in response to daily demands and life dynamics, offering a potential explanation for this behavior. Conclusion. The results of this study suggest common patterns of onboard mobile use among Mexican drivers concerning driving situations and associated risks. This underscores the need for increased efforts to discourage onboard phone use in the country.

Mobile phone use is one of the most frequent causes of distraction among drivers. While there have been a significant number of studies that have examined individuals’ intentions to use a mobile phone while driving, the influence of individuals’ in-situ judgement of driving conditions has received considerably less attention. The aim of this investigation was to provide a systematic understanding of how factors associated with the driving context and environment influence a driver's decision to engage in mobile phone use while driving. Following a systematic classification scheme, 41 research articles from the years 2011 to 2020 were reviewed and synthesised to identify the contextual determinants of mobile phone distraction. Overall, the findings provided support for the role that contextual features play in influencing individuals’ mobile phone use engagement. This finding was particularly the case in instances where mobile phone tasks required relatively high cognitive and physical demands on an individual, such as texting and/or reading mails. The findings also indicated that as contextual complexity increases, mobile phone use decreases as well. A deeper understanding of the relationship between contextual factors and phone use while driving may aid in the design of more efficient driver support systems and the development of distraction-sensitive road design guides. This understanding can also assist in the identification of mobile phone use hotspots and the improvement of law enforcement and educational strategies to prevent the behaviour.

Transitioning to electric motorcycles (EMs) can reduce dependence on carbon-based fuels, mitigate air pollution, and lower greenhouse gas emissions in countries where motorcycles dominate the transportation landscape. However, the factors influencing fleet electrification in these countries remain largely unknown. Given that this challenge pertains to the prior adoption of new technology, technology acceptance theories can provide valuable insights into the adoption of EMs. Additionally, misinformation about EM risks and self-assessment of knowledge could interact as determinants of adoption. This study integrates the Technology Acceptance Model (TAM), the Theory of Planned Behavior (TPB), and perceived risk to elucidate the impact of psychosocial factors on consumers' intentions to use EMs. Furthermore, it examines the direct and moderating effect of subjective knowledge about EM technology on the formation of this behavioral intention. Structural Equation Modeling (SEM) analysis was applied to investigate data collected from 762 respondents through personal interviews using a questionnaire. The results confirm that all original TAM and TPB constructs significantly influence behavioral intention, aligning with theoretical expectations. As hypothesized, perceived risk was found to exert a negative influence on the intention to adopt EMs. Additionally, subjective knowledge was observed to moderate the relationship between perceived usefulness and subjective norms concerning the intention to use EMs. These findings offer a roadmap for developing strategies aimed at encouraging adoption intentions toward EMs, particularly in countries like Vietnam.

In recent years, the growth of motorcycle-based ride-hailing and delivery services has led to an increase in traffic crashes involving these riders. Previous studies have indicated that the behavior of ride-hailing and delivery riders is influenced by work demands and individual characteristics. However, the extent to which risky riding behaviors depend on the type of riding and the interaction between road traffic context and risky behaviors remains unclear. Addressing these gaps, this study investigates factors influencing risky behaviors among motorcycle riders in Hanoi, Vietnam. By examining various rider traits (such as rider type, gender, and age) and aspects of the road traffic environment (such as police presence, number of road lanes, and weather), we aim to understand their contribution to risky riding behaviors. Through the observation of 9164 motorcycle riders (i.e., delivery, ride-hailing, and private motorcycle riders) at 31 intersections and decision tree analysis, the study underscores the significant impact of rider type on risky behaviors. Key findings include a higher tendency for both delivery riders and ride-hailing riders to run red lights, neglect to use turn signals, and the notable distraction of mobile phone use. Additionally, private riders are found to show a higher incidence of not wearing helmets even in locations with a police presence. These findings highlight the critical need for strategies to enhance road safety for all motorcycle riders. However, it is essential to recognize that the reasons behind risky behavior vary across different groups of motorcycle riders, from private to commercial riders. Therefore, we need more targeted strategies that address the specific factors influencing each group to effectively improve road safety for all.

With the increasing use of phone-based ride-hailing apps, concerns have arisen regarding road safety and driver distraction. Despite the recognized safety risks of driver distraction, limited research has explored how distractions from various ride-hailing systems affect drivers in the taxi industry. To close this gap, the current research utilized a driving simulator experiment involving 51 male taxi drivers in two road environments (urban street and motorway) and three distracted driving conditions (no distraction, auditory distraction via radio dispatching system, and visual-manual distraction via mobile application). A car-following scenario with sudden brake events was incorporated into the experiments because this is a typical safety–critical situation where attention will determine the outcome. The collected performance indicators include brake reaction time, time headway, and car-following distance. The grouped random parameters Weibull accelerated failure time model was applied to model the duration data under different road conditions. The brake reaction time and time headway are dependent variables, while the car-following distance is a covariate in the models. The results indicate that although taxi drivers show longer brake reaction time when distracted by mobile app and radio system, this does not necessarily equate with greater risk or reduced safety since they compensate for the risk of rear-end crashes by maintaining a longer time headway. In general, taxi drivers’ brake reaction time and time headway are more profoundly affected by mobile apps when distracted in both urban and motorway scenarios. This highlights the elevated risks associated with such technologies. In addition, significant interaction effects revealed the observed heterogeneity, which suggests that drivers’ personal characteristics influence the relationship between distraction type and driving performance. This research provides valuable insights for designing safer ride-hailing operations and systems.

Despite the internet’s historical significance for LGBTQ+ identities and communities, contemporary public health research overlooks how gay, bisexual, and queer (GBQ+) men utilise online spaces for sexual expression and connections. This study explores the role of pornographic content creation and sharing on social media among Australian GBQ+ men, addressing the gap in understanding its implications for health and wellbeing. A cross-sectional online survey was conducted among N = 596 men (M_age = 36.1 years; SD = 11.4) in Australia, allowing us to investigate their practices of producing and sharing pornographic content on social media. Quantitative and qualitative analyses were employed to explore demographics, psychosexual wellbeing, and motivations for content creation. It was found that 71.3% of participants reported producing sexual self-representations, and 15.1% shared this content publicly on social media, without commercial interest. Participants who produced content (either for sharing privately or publicly) exhibited higher sex positivity and sexual self-esteem than those not producing content. There was no significant difference regarding age or sexual orientation. Qualitative analysis revealed the key motivations for sharing sexual content on social media were for arousal, connection, and validation. These findings underscore the multifaceted motivations behind GBQ+ men’s engagement with pornographic content creation, emphasising its role in social connection and personal validation. Recognising these practices within health frameworks is crucial for understanding and accommodating GBQ+ men’s digital sexual cultures.