# Pedestrian Behavior in Static and Dynamic Virtual Road Crossing Experiments
## 2 Materials and Methods
### Analysis
#### 3.1.1 Percentage of Crossings  
A three-way repeated-measures ANOVA was conducted to examine the percentage of crossings with intra-subject variables vehicle initial distance (3) and vehicle speed (2), and the inter-subject variable experimental approach (2), as factors (see Figure 7). The experimental approach did not significantly influence the participants' percentage of crossings F(1, 58) = 0.07, \(\eta^{2}\) = 0.01, \(p\) = 0.79. The main effect of vehicle speed was observed, F(1, 58) = 116.21, \(\eta^{2}\) = 0.67, \(p\) < 0.01, with values higher for the 20 km/h condition compared to the 30 km/h condition. The main effect of vehicle initial distance was also observed, F(2, 116) = 90.99, \(\eta^{2}\) = 0.61, \(p\) < 0.01, with post hoc tests revealing that the percentage of crossings increased significantly with the initial distance (\(p\) < 0.01).  
A significant interaction of speed \(\times\) initial distance was also found, F(2, 116) = 49.74, \(\eta^{2}\) = 0.46, \(p\) < 0.01. A post hoc comparison between initial distances and each level of speed revealed that, for 20 km/h, significant differences were observed between the distance levels (25 m/30 m: \(p\) < 0.01, 25 m/35 m: \(p\) < 0.01, 30 m/35 m: \(p\) = 0.01). For 30 km/h, significant differences were only found between 25 and 35 m (\(p\) = 0.04). The experimental approach \(\times\) initial speed and experimental approach \(\times\) initial distance interactions were also significant, F(1, 58) = 4.79, \(\eta^{2}\) = 0.08, \(p\) = 0.03, and F(2, 116) = 9.21, \(\eta^{2}\) = 0.14, \(p\) < 0.01, respectively.  
The Bonferroni post hoc tests conducted to compare each level of speed within the experimental approaches revealed significant differences between the percentage of crossings regarding the initial speeds of 20 and 30 km/h in both experimental approaches, static (\(p\) < 0.01) and dynamic (\(p\) < 0.01). In turn, in the dynamic approach, there were significant differences between the percentage of crossings regarding all the initial distances (25 m/30 m: \(p\) < 0.01, 25 m/35 m: \(p\) < 0.01, 30 m/35 m: \(p\) < 0.01). The static experiment verified the same (25 m/30 m: \(p\) < 0.01, 25 m/35 m: \(p\) < 0.01, 30 m/35 m: \(p\) = 0.05).  
The experimental approach \(\times\) speed \(\times\) initial distance interaction also had a significant effect on the percentage of crossings, F(2, 116) = 12.79, \(\eta^{2}\) = 0.18, \(p\) < 0.01. Bonferroni post hoc tests were conducted, comparing the experimental approaches within each level of speed with each level of initial distance. Only when the vehicle approached the crosswalk at 20 km/h and from 35 m was the percentage of crossings significantly higher for the dynamic approach than for the static one (\(p\) < 0.01).  
In both experimental approaches, participants tended to cross more frequently when the vehicle speed was lower and its initial position was distant from the crosswalk. At 20 km/h, the increase in distance resulted in greater growth of the crossings percentage, which was even more evident in the participants' responses who performed the dynamic experiment (see Figure 7). However, these percentages do not mean properly safe crossings.  
Figure 7: Percentage of crossings and mean standard error as a function of the experimental approach, per initial distance and initial speed, for constant speed pattern.  
One advantage of the dynamic approach was that it allowed for identifying the occurrence of crashes. Considering the values presented in Table 5, it is possible to note that a considerable portion of the crossings made by participants resulted in a crash, particularly when the vehicle approached at 20 km/h from the shorter distance and 30 km/h from 30 m.