## 4 Results and Discussion
### Lane Utilization Analysis  
According to the descriptive statistical analyses, the highest total number of lane-changing was observed in the road sections of S-3. This suggests that the combination of lateral and vertical illumination warnings in S-3 helps drivers navigate safely through the tunnel allowing them to continue their journey without being affected by the stopped vehicle. Additionally, the number of lane-changing in S-2, where a vehicle is stopped in the rightmost lane, is similar to that in S-1 because of no stopped vehicle availability on the road section. A summary of the lane choice and lane-changing statistics is provided in Table 5.  
Figure 8 illustrates the lane-based distribution of vehicles, i.e., lane utilization, lane choice, for the three proposed scenarios and their respective road sections at the entry and exit points. The results indicate that most vehicles prefer Lane-2 (the faster lane) when entering the road section. At the exit points, it was observed that vehicles primarily remained in Lane-2, as Lane-1 was closed due to a stopped vehicle. In S-2, Lane-1 was predominantly used in the section with red traffic lights, while in S-3, Lane-2 was more  
\begin{table}
\begin{tabular}{c c c c c c c} \hline \hline \multirow{3}{*}{**Accident Reason**} & \multicolumn{6}{c}{**Scenario Number**} \\ \cline{2-7}  & **Scenario 1** & \multicolumn{2}{c}{**Scenario 2**} & \multicolumn{2}{c}{**Scenario 3**} & \multirow{2}{*}{**Total (\(\bigcirc\))**} \\ \cline{2-7}  & **Blue** & **Red** & **Green** & **Red** & **Red** & **Green** \\  & **Lights** & **Lights** & **Lights** & **Wall** & **Lights** & **Lights** & **Lights** \\ \hline R\({}_{1}\) & NC & 0 & - & - & 3 & - & 3 \\ R\({}_{2}\) & NC & 2 & - & - & 2 & - & 4 \\ R\({}_{3}\) & NC & 1 & - & - & 1 & - & 2 \\ R\({}_{4}\) & NC & 6 & - & - & - & - & 6 \\ \hline Total (\(\bigcirc\)) & - & 9 & - & - & 6 & - & 15 \\ Percent (\%) & - & 0.60 & - & - & 0.40 & - & 1 \\ Safety Value (\(SV\)) & - & 0.40 & - & - & 0.60 & - & 1 \\ \hline \hline \end{tabular} Note: R\({}_{1}\): Rear end collision (Crash into stopped Van), R\({}_{2}\): Excessive speed, R\({}_{3}\): Illegal lane-changing, R\({}_{4}\): Not changing lane on time; NC: Not taken into consideration.  
\end{table}
Table 4: Accident statistics of driving simulator experiments for each scenario.  
\begin{table}
\begin{tabular}{c c c c c c} \hline \hline \multirow{2}{*}{**Scenario No**} & \multirow{2}{*}{
\begin{tabular}{c} **Lighting** \\ **Colour** \\ \end{tabular} } & \multirow{2}{*}{**Lane**} & \multirow{2}{*}{**Entrance L\({}_{1}\)**} & \multirow{2}{*}{**Entrance L\({}_{2}\)**} & \multirow{2}{*}{**Lane-Changing**} \\  & & & & & & **Number** \\ \hline \multirow{3}{*}{S-1} & \multirow{3}{*}{BlueLight} & Exit L\({}_{1}\) & 12 * & 21 & 21 \\  & & Exit L\({}_{2}\) & 26 & 66 * & 26 \\ \hline \multirow{6}{*}{S-2} & \multirow{3}{*}{RedLight} & Total (\(\bigcirc\)) & & & 47 \\ \cline{2-6}  & & Exit L\({}_{1}\) & 15 * & 16 & 16 \\  & & Exit L\({}_{2}\) & 19 & 75 * & 19 \\ \cline{2-6}  & & Exit L\({}_{1}\) & 15 * & 25 & 25 \\  & & Exit L\({}_{2}\) & 18 & 67 * & 18 \\ \hline \multirow{6}{*}{S-3} & \multirow{3}{*}{RedLight} & Total (\(\bigcirc\)) & & & 78 \\ \cline{2-6}  & & Red Wall & Exit L\({}_{1}\) & 11 * & 6 & 6 \\ \cline{1-1}  & & Exit L\({}_{2}\) & 38 & 70 * & 38 \\ \cline{1-1} \cline{2-6}  & & Exit L\({}_{1}\) & 0 * & 0 & 0 \\ \cline{1-1}  & & Exit L\({}_{2}\) & 24 & 101 * & 24 \\ \cline{1-1} \cline{2-6}  & & Exit L\({}_{1}\) & 0 * & 65 & 65 \\ \cline{1-1}  & & Exit L\({}_{2}\) & 0 & 60 * & 0 \\ \cline{1-1} \cline{2-6}  & & Total (\(\bigcirc\)) & & & 133 \\ \hline \hline \end{tabular} Note: * Number of lane-changing behaviour during the driving.  
\end{table}
Table 5: Descriptive tests on lane utilization and lane-changing behaviour of drivers.