## 5 Results and Discussion
### Discussion  
In order to reduce the number of accidents and fatalities of motorcycle riders in Malaysia, a multipronged approach from different parties such as authorities, media, and education should be adopted simultaneously in a long-term cohesive method to create a new generation of safe motorcycle riders. This study was conducted to assess Malaysian motorcyclists' risky behavior by determining the factors that could affect the decision-making process of Malaysian motorcyclists. The first objective of determining the common patterns of risky behavior, positive affect, and risk perception of Malaysian motorcyclists was achieved by conducting a self-reported survey. Survey data showed that risky behavior (X9), riding during peak hours, was the most common risky behavior, while respondents rarely engaged in (X6), drinking alcohol before riding. Subsequently, the study's second objective to determine the significance between the latent constructs of risky behavior, risk perception, and positive affect was accomplished using PLS-SEM. Concurring with most previous studies, personal characteristics or human factors do have a direct influence (\(t\)-value: 2.175) on risky behavior, risk perception (\(t\)-value: 3.064), and positive affect (\(t\)-value: 4.018) [13]. In addition to this finding, positive affect was also found to positively influence risky behavior (\(t\)-value: 15.571), which [PERSON] [25] also stated. The final objective was to determine the mediation effect between the three latent constructs. The construct personal characteristics was a complementary mediator of both latent constructs of risky behavior and positive affect. The findings reveal a complementary mediation between positive affect and risky behavior, with personal characteristics as a mediator (\(t\)-value: 3.885). The analysis shows that the four measures included, age, gender, motorcycle type, and trip distance, were significant in explaining the construct of personal characteristics. On the contrary, risk perception was found not to influence risky behavior, which is not in line with previous studies conducted on risk perception. One of the possible reasons for this is the mentality of respondents in trying to provide the correct or logical answer regarding the aspect of risk perception. This study indicates that human behavior is more susceptible to empowerment (positive affect) than fear or enforcement (risk perception). Therefore, changes can be made to empower or encourage riders to prevent them from performing risky behaviors. Although most of the initial hypothesized models have been verified, improvements can be made to this study to further understand the risky behaviors of Malaysian motorcyclists. These enhancements include the following:  
1. Expand sample data with a higher age range as most of the samples in this study clustered around 16 to 25 years old;
2. Include positive/negative influence and factors that hinder or induce risky behavior. These factors can be included within the established model in terms of physical and psychological aspects;
3. Explore other methods of collecting risk perception data to reduce the probability of respondents needing to provide the \"correct\" answers. Regarding specific risky behaviors, short-term measures can be taken to mitigate the risky behaviors included in this model which explain at least 50% of the indicator's variance. Providing a dedicated motorcycle lane can reduce the tendency of riders to engage in risky behavior (X1), frequently changing lanes to overtake vehicles in front, and (X10), failing to keep an appropriate distance from other vehicles. Concurrently, providing benefits such as cheaper insurance or subsidies when speed limiters are installed on the motorcycle can encourage riders to reduce their engagement in risky behavior (X4), riding fast on a bend. As for the final risky behavior (X7), running a red light, traffic signals with a timer display can significantly reduce the occurrence of riders running red lights.