## 3 Results and Discussions
### Acceleration/Deceleration
Mean acceleration, being lower in the control condition, might be due to the fact that drivers tended to brake less compared to other conditions, and they maintained their high speeds throughout the path. According to the pairwise comparisons, RWE and RE conditions demonstrate a difference compared to the control condition, while RDT and RWE were also different but not statistically significant. The average acceleration/deceleration at measuring points based on curve directions and radii is illustrated in Figure 8. The average acceleration between the curve directions at each measuring point is demonstrated in Figure 8a. The horizontal axis represents the different measuring points, while the vertical axis indicates the vehicle's average acceleration on the road. From 250 m prior to the curve (point 1) to the beginning of the entry transition curve (point 3), drivers decelerated at nearly the same rate in both directions. From that point until the end of the exit transition curve (point 7), there is a consistent acceleration at a comparable rate. Furthermore, the overall speed patterns for both directions are strikingly similar, suggesting negligible differences. In addition, Figure 8b illustrates the average acceleration and deceleration between the curve radii and the measuring points. Drivers begin active deceleration 150 m prior to the curve (point 2), and they decelerate more abruptly at the beginning of the entry transition curve, especially for the sharper curve (radius 125 m). At point 3, they experienced their most significant deceleration for both radii (deceleration of \(-\)0.33 m/s\({}^{2}\) for radius 125 m and \(-\)0.11 m/s\({}^{2}\) for radius 350 m). However, as they reach the midpoint of the circular curve (point 5), drivers experience a significant increase in acceleration in curves with a radius of 125 m, reaching their peak at 0.36 m/s\({}^{2}\) as they exit the curve. In contrast, the average acceleration for drivers in curves with a radius of 350 m plateaued at about zero, indicating no change in speed from the initial slowdown before entering the curve until exiting the curve. \begin{table}
\begin{tabular}{c c c c c c} \hline \hline
**Condition** & **Control** & **RWE** & **RE** & **RWM** & **RDT** \\ \hline Mean acceleration (m/s\({}^{2}\)) & \(-\)0.01364 & 0.01722 & 0.00908 & 0.00823 & \(-\)0.00639 \\ \hline Pairwise comparison & & & & & \\ (\(p\)-values) & & & & & \\ \hline Control & & 0.064 & 0.445 & 0.761 & 1 \\ RWE & & 1 & 1 & 1 & 0.318 \\ RE & & & 1 & 1 & 1 \\ RWM & & & & 1 & 1 \\ RDT & & & & & 1 \\ \hline \hline \end{tabular}
\end{table} 
Table 5: Descriptive statistics: mean and pairwise comparison of acc/dcc with Bonferroni correction. Figure 9 illustrates the average acceleration across three conditions at each measuring point. The results show that drivers nearly decelerated at a similar rate across all conditions, from 150 m prior to the curve (point 2) to the beginning of the entry transition curve (point 3). The RDT condition recorded the lowest value of \(-0.3\) m/s\({}^{2}\), representing the greatest deceleration, followed closely by the RWM condition. Beyond this point, drivers decrease their deceleration, maintaining the same order among the conditions until they reach the circular curve's midpoint (point 5). At this point, the control condition ceases to increase at the same rate as the other conditions and attains its highest value of 0.10 m/s\({}^{2}\). However, other conditions reach their peak values, reflecting the greatest acceleration while exiting the curve.