# Analysis of Driving Behavior of Micromobility Vehicle Users at Mini-Roundabouts
## 4 Conclusions  
Mini-roundabouts are infrastructure elements that significantly influence the driving behavior of micromobility users. They affect both trajectories and travel speeds during the three phases of transit: entry, circulation, and exit. Their geometry, characterized by a small central area, a restricted entry, and exit radii, requires continuous adaptation by users, who adjust their speed and choose trajectories that balance the need for control and stability. Cyclists exhibit smooth and consistent riding behavior, confirming the ability of bicycles to provide stability and safety even in complex infrastructural contexts. The 85 th percentile speed recorded during the three phases supports this trend with increasing values ranging from 18.20 km/h on entry to 19.25 km/h in circulation and 19.30 km/h on exit. This pattern reflects a riding pattern characterized by gradual transitions and controlled speed increases, with pronounced stability in the middle phase where cyclists use inner trajectories close to the central island. On the exit, the tendency to maintain high but constant speeds emphasizes the ability of the bicycle to manage the transition to the destination arm with safety and control. In contrast, the approach of e-scooter users is more variable and less predictable due to the lower stability of the vehicle. The 85 th percentile operating speed for e-scooters increases from 17.25 km/h in the entry phase, indicating a cautious approach, to 20.05 km/h in the circulation phase, where relatively high speeds are achieved, despite the need to maintain trajectories somewhat removed from the edge of the central island. In the exit phase, the operating speed reaches 20.75 km/h, signaling a clear tendency to accelerate toward the destination arm, but there are potential risks associated with sudden steering movements or suboptimal road conditions. The greater dispersion of occupied trajectories, concentrated in Zones 2 and 3, reflects a less uniform adaptation compared to cyclists and highlights the need for greater control during the more dynamic phases of the maneuver. These results suggest that micromobility users typically travel at speeds around 20 km/h, making mini-roundabouts particularly suitable for ensuring a safe coexistence with motor vehicles. Thanks to their ability to naturally induce slower speeds and encourage smoother interactions, mini-roundabouts are proving to be the preferred infrastructural solution for upgrading existing intersections regulated by stop or give way signs or traffic lights, as well as for designing new urban intersections. Unlike other solutions that create a kinematic imbalance that affects the coexistence of motor vehicles and micromobile devices, mini-roundabouts foster a dynamic balance that improves both road safety and traffic flow. The decision to analyze trajectories unaffected by other road users is a strength of this study, allowing us to isolate the effects of roundabout geometry on the behavior of micromobility users. However, to complete the analysis, it would be beneficial to extend this study to include the interactions between conventional motor vehicles and micromobilitydevices. This would further evaluate the compatibility of the different vehicle types and identify design solutions that ensure greater road safety and better traffic flow. Despite this initial focus, the sample size of 78 trajectories can still be considered a limitation. Nonetheless, these data have revealed important differences in user behavior that contribute to a deeper understanding of the interactions of micromobility with roundabout infrastructure. Future studies should aim to increase the sample size to further validate these results and investigate additional behavioral variations under more diverse and dynamic traffic conditions. Future developments could, therefore, focus on the observation of user behavior in mixed traffic scenarios with a greater variety of intersections.