## 3 Results and Analysis of Results
### Comprehensive Analysis of Factors  
A three-factor analysis of variance for different groups (three-way ANOVA) examined the impact of the \"speed of the e-bicycle (25 km/h, 30 km/h and 35 km/h)\", \"use of the equipment (Helmet, Reflective vest, Helmet and reflective vest, without helmet and reflective vest)\", and \"vehicle category (Passenger cars, Light goods vehicles, Bus, SUV, Motorcycle, Taxi, Heavy goods vehicles)\", on the lateral distance when overtaking an e-bicycle. There was a statistically significant individual impact of the vehicle category on the overtaking lateral distance (F = 15.11, \(p<0.001\)) (Table 3). This impact was medium (Partial Eta\({}^{2}\) = 0.07) [49]. The level of the bicyclists' equipment and their speed had no impact on the overtaking lateral distance. \begin{table}
\begin{tabular}{c c c c c} \hline
**Categories of Vehicles** & **SUV** & **Motorcycle** & **Taxi** & **Heavy Goods Vehicles** \\ \hline Passenger cars & 0.001 * & 0.001 * & & \\ \hline Light goods vehicles & 0.015 * & 0.002 * & & \\ \hline Bus & & & & 0.001 * \\ \hline SUV & / & & 0.002 * & 0.001 * \\ \hline Motorcycle & & / & 0.001 * & 0.001 * \\ \hline Taxi & & / & 0.002 * \\ \hline \end{tabular}  
*—The statistically significant results of the lateral distance when overtaking an e-bicycle for vehicle categories (\(p<0.05\)).  
\end{table} 
Table 2: Statistically significant results for lateral distance when overtaking an e-bicycle according to vehicle categories. Figure 4: Average lateral distance when overtaking an e-bicycle according to vehicle categories. After the individual effects of the three variables had been examined, the impact of the interaction of these variables was studied. The interaction of the bicyclist's speed and used equipment was statistically significant (F = 2.75, \(p\) = 0.012). The effect of this impact was small (Partial Eta\({}^{2}\) = 0.014). In addition, the interaction between the speed and vehicle category was statistically significant (F = 2.02, \(p\) = 0.02), with a small effect on the speed (Partial Eta\({}^{2}\) = 0.02). The interaction between the equipment and vehicle category had no statistically significant effect on the dependent variable, and neither did the interaction of speed, equipment, and vehicle category. In addition, the individual effect of speed and equipment was not statistically significant. The vehicle category, bicyclist's speed and used equipment explained 27.2% of the variance of the dependent variable (Adjusted R\({}^{2}\) = 0.272). In order to show a more detailed interaction of the speed with the level of the equipment used by the e-bicyclist, as well as with the vehicle category, additional two-factor analyses of variance (two-way ANOVA) were conducted. Next, the results of the subgroups related to different speeds were considered. The results of the subgroup including e-bicycles travelling at the 25 km/h speed showed that, in this group, only the vehicle category had a statistically significant effect on the overtaking lateral distance (F = 7.29, \(p\) = 0.000), while the effect size was large (Partial Eta\({}^{2}\) = 0.131). At the 25 km/h speed, heavy goods vehicles had the largest overtaking lateral distance (M = 2.15, SD = 0.67), while motorcycles had the smallest lateral distance (M = 0.84, SD = 0.13). The vehicle category also had an impact on the overtaking speed when observing the 30 km/h group (F = 4.58, \(p\) < 0.001), while the effect on the dependent variable was medium (Partial Eta\({}^{2}\) = 0.062). At the speed of 30 km/h, heavy goods vehicles had the largest overtaking lateral distance (M = 1.80, SD = 0.01), while motorcycles had the smallest lateral distance (M = 0.82, SD = 0.14). Finally, at the 35 km/h speed, only the vehicle category had a statistically significant impact on the overtaking lateral distance (F = 6.05, \(p\) < 0.001), with a medium effect on the dependent variable (Partial Eta\({}^{2}\) = 0.074).