# Behavioral Patterns of Drivers under Signalized and Unsignalized Urban Intersections
## 3 Results
### Acceleration  
Since each participant participated in all scenarios, a one-way repeated measures ANOVA (RM ANOVA) was used to analyze the differences between different scenarios. The results of the RM ANOVA on acceleration indicate that there are statistically significant differences in acceleration during the entering and exiting stages at various intersections (entering stage: F = 2.979, \(p\) = 0.013 \(<\) 0.05; exiting stage: F = 3.571, \(p\) = 0.004 \(<\) 0.05). Therefore, post-hoc tests with a Bonferroni adjustment were conducted for each stage at different intersections (Figure 3). During the entering stage, left turns exhibited the fastest deceleration, and there were statistically significant differences in the acceleration for right turns with and without a signal control (\(p\) = 0.004 \(<\) 0.05). During the exiting stage, right turns exhibited the fastest acceleration, and there were statistically significant differences in the acceleration for left turns with and without a signal control (\(p\) = 0.028 \(<\) 0.05). At unsignalized intersections, there were statistically significant differences in the acceleration for straight driving and right turns during the exiting stage (\(p\) = 0.002 \(<\) 0.05). At signalized intersections, there were statistically significant differences in the acceleration for straight driving and left turns during the entering stage (\(p\) = 0.003 \(<\) 0.05), as well as for left turns and right turns during the exiting stage (\(p\) = 0.003 \(<\) 0.05). \begin{table}
\begin{tabular}{c c c c} \hline
**Dependent Variable** & **Effect** & **Coefficient** & \(\mathbf{p}\) \\ \hline Intercept & 19.164 & 0.000 *** \\ DT = S & 7.664 & 0.045 ** \\ DT = RT & 0 & \\ SC = N * DT = S & 10.445 & 0.049 ** \\ SC = N * DT = RT & 0 & \\ SC = Y * DT = S & 0 & \\ SC = Y * DT * LT & 0 & \\ SC = Y * AD * RT & 0 & \\ SC = N * Age = Y & 17.296 & 0.000 *** \\ SC = N * Age = M & 7.862 & 0.039 ** \\ SC = N * Age = O & 0 & \\ SC = Y * Age = Y & 11.971 & 0.020 ** \\ Speed & SC = N * DT = LT * Gender = M & \(-\)4.928 & 0.038 ** \\ SC = N * DT = LT * Gender = F & 0 & \\ SC = N * DT = RT * Gender = M & 0 & \\ SC = N * DT = RT * Gender = F & 0 & \\ SC = Y * DT = LT * Age = Y & \(-\)10.639 & 0.022 ** \\ SC = Y * DT = LT * Age = O & 0 & \\ SC = Y * DT = RT * Age = Y & 0 & \\ SC = Y * DT = RT * Age = M & 0 & \\ SC = Y * DT = RT * Age = O & 0 & \\ SC = N * DT = S * DE = M & 8.265 & 0.047 ** \\ SC = N * DT = S * DE = H & 0 & \\ SC = N * DT = RT * DE = L & 0 & \\ SC = N * DT = RT * DE = M & 0 & \\ SC = N * DT = RT * DE = H & 0 & \\ \hline \end{tabular} AIC is 1516.661; BIC is 1523.176. **, represent significance levels of 0.05; ***, represent significance levels of 0.05.  
\end{table} 
Table 3: Generalized linear mixed model of speed. According to the acceleration standard deviation model in Table 4, significant main effects were found for both the signal control and driving tasks. The acceleration standard deviation for the unsignalized straight task is 1.388 m/s\({}^{2}\) lower than for the right-turn task. In signalized intersections, the acceleration standard deviation is higher for inexperienced drivers, and in particular, middle-aged drivers performing the straight task have lower acceleration standard deviations than elderly drivers. At unsignalized intersections, middle-aged drivers have lower acceleration standard deviations for left turns than older drivers, and moderately experienced drivers have higher acceleration standard deviations for left turns than experienced drivers.