deletions | additions       diff --git a/subsection_Merging_Zone_The_merging__.tex b/subsection_Merging_Zone_The_merging__.tex  index 8024fcf..d374390 100644  --- a/subsection_Merging_Zone_The_merging__.tex  +++ b/subsection_Merging_Zone_The_merging__.tex 
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The rationale for using merging zones as the unit of study, instead of roundabouts as a whole, is that, while many factors such as land use are shared between merging zones of the same roundabout, many more are not. This includes flows and flow ratios especially, but may also include a host of geometric factors such as lane configuration, signage, presence of a crosswalk, approach angle, etc.\ which can vary from one merging zone to the next even within the same roundabout \cite{St_Aubin_2013b}. Studying merging zones individually also better encapsulates the microscopic nature of the data being collected and analysed: roundabouts are often large enough for road user interactions on different sides of the roundabout to occur more or less independently ( this is especially true if center island obstructs view~\cite{Jensen_2014}.  While the sites are selected in such a manner so as to control for as many factors as possible, inevitably, some variation between sites still exists, especially regarding traffic volumes and patterns (no two intersections are perfectly identical); patterns;  these differences are identified such that they may be controlled during analysis. Table~\ref{tab:analysis_zones} lists a summary of the merging zones selected at each roundabout studied and along with the most important geometric and land use variations, as well as a summary of historical accident data at each roundabout. Quality of the available historical accident data is relatively poor, with sampling periods ranging from 2 to 15 years (with an average of 7) and data missing entirely at one roundabout. Furthermore, this historical accident data is collected for the entire roundabout instead of the merging zone exclusively since accident geolocation was is  not precise enough to associate with individual roundabout merging zones (this is especially true for the Québec data). These problems justify using surrogate safety measures for this study, study  and more generally. However, the pattern in this data is consistent with the regional trends in accidents cited earlier: accidents seem to be twice as likely to occur in Québec than in Sweden, suggesting that from a safety point of view, the selected roundabouts are comparable with respective national trends.   \begin{table}  \caption{Merging Zone Inventory} 
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\textbf{MEAN (Sweden)} & & & \textbf{21.5} & \textbf{239.9} & \textbf{0.270} & \textbf{1995} & \textbf{1.8} \\  \hline   des Soeurs/du Golf & Residential & Medium & 25.0 & 315.1 & -0.327 & 2004 & 7.0 \\ %Québec Accident data is over a 4-7 year period  des Soeurs/Rene-Levesque & Residential & Low & 22.5 & 178.8 & 0.421 & 2003 & 1.4 \\ Fréchette/Anne-Le-Seigneur & Mixed & Low & 24.5 & 51.5 & 0.600 & 2003 & 7.0 \\ des Sources/Riverdale & Residential & Low & 18.5 & 236.9 & -0.361 & 2003 & 0.7 \\ Mouettes/Alouettes-1 & Residential & Low & 15.5 & 64.6 & -0.518 & 2004* & - \\  Mouettes/Alouettes-2 & Residential & Low & 15.5 & 93.4 & 0.607 & 2004* & - \\  St-Emilie/St-Denis & Residential & Low & 18.5 & 46.6 & 0.112 & 2005 & 1.0 \\