deletions | additions       diff --git a/Results Sample HLI.tex b/Results Sample HLI.tex  index be630d9..19dd664 100644  --- a/Results Sample HLI.tex  +++ b/Results Sample HLI.tex 
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\subsection{Sample High-Level Interpretation Analysis}  \label{sample_HLI_analysis}  Some high-level interpretation measures are also compiled using the data sample. Figure~\ref{fig:speed_profile} shows the mean speed profiles, with the interval at mean $\pm$ one standard deviation, through the roundabout merging zone of the same 20 samples as previously used for surrogate safety analysis. roundabout weaving zones.  Speed profiles are mapped, not as a unit of distance, but rather as a unit of curvilinear location relative to the start and end of the merging zone. zone, measured at the yield line of the approach and equivalent line at the corresponding exit.  This is done to account for the large variability in diameter of roundabouts across the sites.The position measurement re-sampling method as described in section \ref{method-size_of_data} is used here to correct for oversampling bias introduced from varying speed between road users.  Mean speeds are generally consistent with those in the literature, but variation does occur by relative location and movement type. type \cite{Hyd_n_2000}.  In addition, cross-sectional analysisas in Figure~\ref{fig:speed_profile}  uncovers even larger variations in mean speed profiles (not shown).  % paul: I still don't understand the re-sampling  % paul->nicolas: I cleaned up terminology here a bit. Particular distinction should be made between a site sample (for analysis) and an individual trajectory sample (from raw observation).  % paul: unclear "In addition, cross-sectional analysis uncovers even larger variations (not shown)"  % paul->Nicolas: I'm not sure what's unclear. Is the wording/terminology difficult to understand? Is it lack of data? I thought we were cutting the size of the paper down. \cite{St_Aubin_2013}.  Finally, Figure~\ref{fig:hli_histos} demonstrates presents boxplots of lag  gap acceptance time distributions of  of approaching vehicles and corresponding roundabout vehicles at the same sites. conflicting vehicles.  In a cross-sectional analysis, this quantifies vehicle insertion aggressivity. aggressively.  Smaller accepted gaps might be explained by more impatient drivers, typically symptomatic of high-volumes of continuous flow flows  inside the roundabout and long wait times at the approach.Figure~\ref{fig:hli_sequential} demonstrates platoon sizes (uninterrupted passage of sequential vehicles). Users already inside the roundabout are generally more clustered than users entering the roundabout from the approach.  % paul: last 2 figures are over the same sample of sites?  % paul->Nicolas: Yes, everywhere.