deletions | additions       diff --git a/section_Results_Speed_time_to__.tex b/section_Results_Speed_time_to__.tex  index beb1e30..251e38a 100644  --- a/section_Results_Speed_time_to__.tex  +++ b/section_Results_Speed_time_to__.tex 
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\subsection{Exploratory Analysis}  Overall, speed is found to be  normally distributed at each site for each movement profile. Comparing hourly flows versus speed, it is clear that increased traffic has a significant effect on speed, as illustrated in Figure~\ref{fig:hourly_speed}. However, it can also be seen that the Swedish sites have significantly reduced speed, even after controlling for effects of congestion. This figure congestion (traffic flow rate). Figure~\ref{fig:hourly_speed}  also demonstrates that the selected  sites have, from one  hour to hour, a the next,  roughly comparable traffic demand. demand patterns, although variation is present from hour to hour at the same site (as is expected).  Given that the recorded speeds seem to  vary based on movement types, speed is further broken down into measures are plotted continously for  each of the following  four movement profiles \citep[proposed \citep[as proposed and first demonstrated  in][]{St_Aubin_2013b}: \begin{enumerate}  \item vehicles travelling through the merging zone on the roundabout ring exclusively 
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\item vehicles entering and exiting the roundabout via an approach lane and the next exit lane  \end{enumerate}  For example, a right turn at the a  roundabout crosses only a single merging zone and  involves a single  movement iv) only, whereas a through movement corresponds at the same intersection requires crossing two successive merging zones corresponding  to the  movement iii) followed by movement ii). A In the same way, a  left turn at a roundabout  corresponds to movement iii) followed by one movement i), and finally one movement ii). Finally, a U-turn or a turn at a roundabout with more than four approaches will follow movement iii) followed by multiple movements i), and finally one movement ii). The speed of road users travelling along these profiles is illustrated in Figures~\ref{fig:speed_profile_qc} and \ref{fig:speed_profile_se}. A similar overall reduction is noted at the Swedish sites, although it this discrepancy  is found to be  most pronounced for movement type iv) iv).