## 3 Methodology
### Statistical Significance of Analytical Indicators  
The average speed profile and distribution of lane changing locations were analyzed for each scenario as described above. Then, paired \(t\)-tests were conducted to confirm the statistical significance of the difference in driving behavior between the scenarios using the analytical indicators, including \(S_{difference}\), \(a_{mintic}\), \(a_{minicit}\), and the lane changing locations described in Section 3.3 to explain the driving characteristics in the merging section. Moreover, statistical analysis results were investigated largely in three comparison groups as follows: (1) comparison of results from RS and LS scenarios for the same acceleration lane length, (2) comparison according to the acceleration lane length for RS scenarios, and (3) comparison according to the acceleration lane length for LS scenarios. Firstly, Table 1 shows the paired \(t\)-test results for the speed difference, \(S_{difference}\). As shown in the results of the RS and LS comparison with the same length of acceleration lane, the means and standard deviations of the speed difference for LS scenarios were bigger than those for RS scenarios. Based on the mean difference, it was statistically significant at 6.00 km/n (\(p\) = 0.001) for results comparing RS100 and LS100, 4.83 km/n (\(p\) = 0.001) for results comparing RS120 and LS120, and 2.37 km/h (\(p\) = 0.001) for results comparing RS140 and LS140. Meanwhile, no statistical significance was found in the results of the comparison by length of the acceleration lane for RS merging (\(p\) = 0.316, \(p\) = 0.502). However, the results of comparison by length of the acceleration lane for LS merging had statistical significance (\(p\) = 0.004, \(p\) = 0.013). Therefore, it was found that the \(S_{difference}\) of RS and LS scenarios was different in the even same geometric conditions. For LS scenarios, the longer the acceleration lane, the smaller the mean, and the standard deviation of \(S_{difference}\) was observed. Secondly, Table 2 shows the paired \(t\)-test results for the first acceleration rate, \(a_{mintic}\). This acceleration rate for LS100 was statistically higher by 0.26 m/s\({}^{2}\) (\(p\) = 0.004) than that for RS100. However, in the comparisons with 120 m and 140 m length of acceleration lanes, there were no statistically significant differences (\(p\) = 0.557, \(p\) = 0.772). The mean differences for comparisons 100 m and 120 m, and 120 m and 140 m lengths of acceleration lanes of RS scenarios were not statistically significant (\(p\) = 0.443, \(p\) = 0.151), while for LS scenarios, the acceleration rate as the length of the acceleration lane increased with statistical significance (\(p\) < 0.001, \(p\) = 0.032). Figure 6: The box plot for lane changing locations. Thirdly, Table 3 shows the paired \(t\)-test results for the second acceleration rate, \(a_{minicit}\). This acceleration rate for LS 100 was statistically higher by 0.12 m/s\({}^{2}\) (\(p\) = 0.032) than that for RS100. However, in the comparisons with 120 lengths of acceleration lanes, there were no statistically significant differences (\(p\) = 0.626). The acceleration rate for LS140 was statistically lower by 0.15 m/s\({}^{2}\) (\(p\) < 0.001) than that for RS100. The mean differences for comparisons 100 m and 120 m, and 120 m and 140 m lengths of acceleration lanes of LS scenarios were statistically significant (\(p\) < 0.001, \(p\) < 0.001).