in [14] presented the results of an improved approach to tram priority assignment via an offline signal time scheduler and an online tram progression controller. The offline planner optimizes the progress of the tram through the network by synchronizing the green times depending on feedback about the progress of the tram while considering other vehicles. The results of the simulation, which was conducted in TransModeler, indicated the possibility of reducing the travel time of trans via recommended stop times at the station, recommended speeds while driving between stations, and extension of green times in the priority phases. [PERSON] et al. in [15] presented the results of research based on a proposed mathematical model that aimed to improve the functioning of the entire system by considering tram and car traffic. Through the goal function of minimizing the delay time for both types of traffic, and assigning higher weight factors for tram traffic, a balance between the total delay time in both observed traffic modes was achieved. [PERSON] et al. in [16] presented a comparison of the simulation tools used in PT prioritization. Scenarios from various countries (Croatia, Belgium, USA, Poland, Sweden, China, Egypt, etc.) covered various areas including signalized intersections and corridors to the entire network. Of the seven comparable studies, five used the VISSIM microsimulationtool [16; 17; 18; 19; 20], one study used ExtendSim [21] and one used FLEXSYT [22]. VISSIM is widely applied to the testing of assigned PT priority methods due to the variety of features it offers. In addition to the possibility of assigning priorities using a built-in algorithm module (the VisVap module built into the VISSIM program interface), it also provides the ability to connect to user-designed priority algorithms. [PERSON] et al. in [23] presented VISSIM simulation model results in which the optimization method of prioritization was integrated using the COM interface. The optimization method was based on the spatiotemporal model of complex switch area operations. Conflicts of all tram lines and conflicts of tram lines with motorized traffic were considered in the presented mathematical method. The simulation results indicated a 26.6% reduction in delay time compared to the non-priority scenario and a 13% reduction in the delay time if the first-come-first-served (FCFS) priority strategy was considered. [PERSON] et al. in [24] presented the possibility of optimizing signal plans and TSP by integrating a genetic algorithm into the VISSIM evaluation environment. The results of the simulation of 12 signalized intersections indicated a reduction in the delay time for individual vehicles and PT compared to the simulations of the initial state. In addition to research based on simulations, in many cities, after obtaining simulated results, researchers have also implemented the methods of PT prioritization at real city intersections and corridors. The implementation of relative priority based on simulated data was carried out in Krakow, Poland, on four corridors with a total length of 19 km and 30 intersections [25]. The results on the usage of an adaptive traffic management module called BALANCE [26] in combination with a module for public transport priority of PT called EPICS [27] indicated the possibility of reductions in PT travel time by an average of 10%, which caused an increase in motorized traffic by an average of 9% in the morning peak period but a decrease of 10% in the afternoon peak period. In addition to Krakow, successful implementation has been carried out in three other cities in Poland--Gdansk, Gdynia and Sopot--at a total of 150 intersections. According to [28], the implementation resulted in an overall reduction in travel time of private vehicles by 18% and PT by 9%. [PERSON] et al. in [29] presented a comparison of local and coordinated management via EPICS with the actuated-coordinated Ring Control Barrier (RBC).