# Analysis of Driving Behavior of Micromobility Vehicle Users at Mini-Roundabouts
## 3 Results and Discussion  
At the end of the survey, 80 trajectories from the video recordings were analyzed with the Tracker software. Of these, 40 trajectories correspond to the crossing maneuvers performed with e-scooters on the main road, while the remaining 40 refer to the same maneuvers performed with bicycles. The complete trajectories for both vehicle types are shown in Figure 4.  
Figure 3: Schematic of the zones into which the parts of the mini-roundabout were divided. Speed profiles for each trajectory were determined using the instantaneous speed data analyzed with Tracker software, as shown in Figures 5 and 6. Two trajectories of e-scooters were excluded from the analysis because they showed abnormal patterns due to external factors such as wind gusts or unexpected vehicle instability, which significantly affected user behavior. Therefore, the final analysis included 38 e-scooter maneuvers and 40 bicycle maneuvers, for a total of 78 trajectories. No significant differences in speed or lateral position were found when comparing the two opposite directions of travel, suggesting that the identified behavioral patterns are robust and not influenced by the direction of travel. While this sample size was sufficient to show consistent behavioral trends and provide valuable insight into the dynamics of micromobility at mini-roundabouts, it may also limit the generalizability of the results. Essentially, the sample size chosen represented a practical compromise between the limitations of data collection and the need for statistical reliability. Figure 4: Crossing trajectory performed by all participants: (**a**) maneuvers with e-scooter; (**b**) maneuvers with bike. Figure 5: Speed profiles of the 38 maneuvers performed with the e-scooters. Figure 6: Speed profiles of the 40 maneuvers performed with the bikes. The speed profiles were designed to highlight the three main phases of the crossing maneuver. Based on the outer diameter of the studied mini-roundabout, the longitudinal segmentation was established as follows:  
* Entry phase: from 15 m before the stop line up to the stop line itself. * Circulation phase: extending 10 m before and 10 m after the center of the roundabout. * Exit phase: from the edge of the circulatory roadway to 15 m downstream of it. The speed profiles of e-scooters show a clear tendency toward a reduced speed in the entry phase, followed by an increase in the circulation phase. The reduced speed in the entry phase reflects a cautious behavior aimed at ensuring stability and safety when entering the mini-roundabout, a context that requires greater vehicle control. This finding is supported by studies that emphasize a reduction in speed in complex environments and a subsequent increase on more regular and predictable routes [29; 30]. As highlighted in Figures 5 and 6, the speeds of e-scooters appear to be more stable in certain phases compared to those of bicycles. This observation can be explained by the design and operational characteristics of e-scooters, which promote constant speed control, especially in relatively simple environments such as those analyzed. However, the inherent stability of e-scooters may be compromised by the rider's upright posture and reduced ability to maintain a steady trajectory at lower speeds, leading to greater variability in complex contexts that require frequent trajectory adjustments [31; 32]. In the exit phase, most users tend to perform the maneuver at a similar or slightly higher speed than in the circulating phase around the central island. However, some road users reduce their speed in order to maintain better control during the transition to the destination leg. These tendencies reflect the effects of the curved geometry of the mini-roundabout, which forces road users to modulate their speed in order to manage the different curve segments that make up each trajectory. These observations are consistent with studies investigating geometric influences and the need for adaptations in the context of micromobility [33; 34].