Addressed Leila's comments.

main.tex

@@ -3,7 +3,7 @@
 \usepackage{amsmath}
 \usepackage{booktabs}  % nice tables
 \usepackage[margin=25mm]{geometry}
-\usepackage[natbib=true,style=numeric,sorting=none]{biblatex}
+\usepackage[natbib=true,style=numeric,sorting=none,giveninits=true]{biblatex}
 % NOTE : this file is automatically generated from Zotero, do not edit
 % manually!
 \addbibresource{references.bib}
@@ -27,17 +27,17 @@
 \abstract{
   Uncontrolled bicycles are generally unstable at low speeds. We add an
   automatically controlled steering motor to a consumer electric bicycle that
-  has a stabilizing effect down to about 4~\si{\kph}. We hypothesize that a
-  stabilized bicycle will reduce the probability of falling. To test the
+  stabilizes the riderless bicycle down to about 3~\si{\kph}. We hypothesize
+  that a stabilized bicycle will reduce the probability of falling. To test the
   motor's possible assistance during falls, we apply varying magnitude external
   handlebar perturbations to twenty-six participants who rode on a treadmill
-  with the balance assist system activated and deactivated. The probability of
-  recovering from a handlebar perturbation significantly increases when the
-  balance assist is activated at a travel speed of 6~\si{\kph}. This positive
-  effect is most prominent at and around the individual riders' perturbation
-  resistance threshold. We conclude that use of a balance assist system in real
-  world bicycling would reduce the number of falls that occur near riders'
-  control authority limits.
+  with the balance assist system both activated and deactivated. The
+  probability of recovering from a handlebar perturbation significantly
+  increases when the balance assist is activated at a travel speed of
+  6~\si{\kph}. This positive effect is most prominent at and around the
+  individual riders' perturbation resistance threshold. We conclude that use of
+  a balance assist system in real world bicycling would reduce the number of
+  falls that occur near riders' control authority limits.
 }
 
 \section*{Affliation}
@@ -47,7 +47,7 @@ \section*{Affliation}
 Correspondence: [email protected]
 
 \section*{Keywords}
-bicycle, fall, prevention, automatic control, stability
+bicycle, fall prevention, automatic control, stability
 
 \section*{Highlights}
 %
@@ -124,17 +124,17 @@ \subsection{Technical Background}
 successfully demonstrated balancing a robotic bicycle on a treadmill with both
 steering control and a laterally moving mass. \citet{Ruijs1986} followed this
 breakthrough by demonstrating an automatically balanced motorcycle and they did
-so solely with a steering motor. Ruijs and Pacejka clearly showed that steer
-torque driven by roll angle feedback stabilizes the capsize mode, by roll
-angular rate feedback stabilizes the weave mode, and by steer angular rate
-feedback stabilizes the wobble mode.~\footnote{These motorcycle (and bicycle)
-eigenmodes are defined in \citep{Sharp1971}.} They also showed how the control
-gains must change with respect to vehicle speed for favorable control across
-all speeds. This roll motion feedback enables the simplest controller that can
-stabilize a single-track vehicle above a minimum speed when one is not
-concerned with wobble instabilities. But Ruijs and Pacejka's work was not
-particularly concerned with low speed stability and their vehicle was fully
-automatic, i.e no human rider was involved.
+so solely with a steering motor. Ruijs and Pacejka showed that steer torque
+driven by roll angle feedback stabilizes the capsize mode, by roll angular rate
+feedback stabilizes the weave mode, and by steer angular rate feedback
+stabilizes the wobble mode.~\footnote{These motorcycle (and bicycle) eigenmodes
+are defined in \citep{Sharp1971}.} They also showed how the control gains must
+change with respect to vehicle speed for favorable control across all speeds.
+This roll motion feedback enables the simplest controller that can stabilize a
+single-track vehicle above a minimum speed when one is not concerned with
+wobble instabilities. But Ruijs and Pacejka's work was not particularly
+concerned with low speed stability and their vehicle was fully automatic, i.e
+no human rider was involved.
 
 Many more automatically balanced single-track vehicles have been demonstrated
 over the last 40 years, but none have demonstrated that increasing low speed
@@ -319,20 +319,20 @@ \subsection{Protocol}
 
 Participants wore a helmet and they were attached to the ceiling via a fall
 safety harness, Figure~\ref{fig:participant-in-set-up}. The harness allowed
-free movement pre-fall. The participants practiced riding on the treadmill
-until they indicated they were comfortable enough to have perturbations
-applied. For most, this was less than a 10~\si{\minute} warm up. We then asked
-the rider to ride for 90~\si{\second}, while attempting to maintain the
-location of their front wheel on the center line of the treadmill as a baseline
-measure before the perturbations. We then applied perturbations in random
-directions (clockwise or counter-clockwise), starting at 20~\si{\newton} and
-increasing the magnitude by 30~\si{\newton} until the participants fell. We
-defined a ``fall'' on the treadmill by two criteria: 1) the rider removes their
-foot from the pedal and places it on the ground or 2) the bicycle wheel exceeds
-the width of the treadmill belt. Figure~\ref{fig:perturbation-sequence} shows
-an example resulting motion from a perturbation. We logged the force magnitude
-that caused the first fall to characterize that participant's
-\emph{perturbation resistance threshold}.
+natural free movement pre-fall. The participants practiced riding on the
+treadmill until they indicated they were comfortable enough to have
+perturbations applied. For most, this was less than a 10~\si{\minute} warm up.
+We then asked the rider to ride for 90~\si{\second}, while attempting to
+maintain the location of their front wheel on the center line of the treadmill
+as a baseline measure before the perturbations. We then applied perturbations
+in random directions (clockwise or counter-clockwise), starting at
+20~\si{\newton} and increasing the magnitude by 30~\si{\newton} until the
+participants fell. We defined a ``fall'' on the treadmill by two criteria: 1)
+the rider removes their foot from the pedal and places it on the ground or 2)
+the bicycle wheel exceeds the width of the treadmill belt.
+Figure~\ref{fig:perturbation-sequence} shows an example resulting motion from a
+perturbation. We logged the force magnitude that caused the first fall to
+characterize that participant's \emph{perturbation resistance threshold}.
 %
 \begin{figure}
   \centering
@@ -765,10 +765,15 @@ \subsection{Treadmill Width}
 At 6~\si{\kph} the riders could often recover in the allotted treadmill width
 due to the smaller lateral deviations. We believe our results are very much
 dependent on the two modes of falling, i.e. exit the treadmill width or foot is
-placed on the belt. On the other hand, Cycle paths are a similar width as the
+placed on the belt. On the other hand, cycle paths are a similar width as the
 treadmill, so rider's are often limited in width when recovering from a fall
 thus exiting the treadmill width may be an appropriate measure for indicating a
-fall.
+fall. While the treadmill simulates narrow cycle paths, real-world paths may
+offer more lateral recovery space, providing riders with additional
+opportunities to regain balance after a perturbation. However, testing in such
+narrow conditions is still highly relevant, as system design and validation
+should focus on extreme conditions like narrow paths, because even in wider
+paths, obstacles such as parked cars or barriers can limit lateral space.
 
 \subsection{On Rider Bicycling Skill and Experience}
 %