## 2 Research Design and Methods
### The Calculation of Permissible Intensities on the Internal Circuit
\begin{table}
\begin{tabular}{c c c c c c c c c c c c c c c} \hline \hline \multicolumn{1}{c}{**Longitudinal Angle [\%]**} & \multicolumn{10}{c}{**Required Speed [km/h]**} \\ \hline \multirow{3}{*}{**+**} & \multirow{3}{*}{**–**} & \multirow{3}{*}{**Length of the Angle Slope [m]**} & \multicolumn{10}{c}{**60**} & \multicolumn{1}{c}{\multirow{3}{*}{**50**}} & \multicolumn{1}{c}{\multirow{3}{*}{**150**}} & \multicolumn{1}{c}{\multirow{3}{*}{**150**}} & \multicolumn{1}{c}{\multirow{3}{*}{**150**}} & \multicolumn{1}{c}{\multirow{3}{*}{**150**}} & \multicolumn{1}{c}{\multirow{3}{*}{**150**}} & \multicolumn{1}{c}{\multirow{3}{*}{**150**}} & \multicolumn{1}{c}{\multirow{3}{*}{**150**}} \\ \cline{3-3} \cline{8-15}  & & & **50** & & & & & & & & & & & & & \\ \cline{3-3} \cline{8-15}  & & & **2000** & **1850** & **1700** & **1500** & **2500** & **2350** & **2200** & **2000** & **2900** & **2800** & **2650** & **2500** \\ \hline \multirow{3}{*}{3} & \multirow{3}{*}{7} & 250 & 2000 & 1850 & 1700 & 1500 & 500 & 2350 & 2200 & 2000 & 2900 & 2800 & 2650 & 2500 \\  & & 500 & 2000 & 1850 & 1700 & 1500 & 500 & 2350 & 2200 & 2000 & 2900 & 2800 & 2650 & 2500 \\  & & 1000 & 1900 The coefficient of influence of a light-controlled intersection k\({}_{\text{k}}\) (Table 3) depends on the ratio of the green phases at a given intersection and the distance in the intersection section. The width factor k\({}_{\text{s}}\) (Table 4) expresses the influence of the width arrangement of the cross-section and the width of the lane on the permissible intensity of the traffic flow. In our case, all lanes on the inner circuit are 3.5 m wide. On some sections of the inner circuit road, there is a directionally divided road; on others, there is not. The maneuvering factor k\({}_{\text{m}}\) (Table 5) expresses the effect of deceleration (stopping) of maneuvering vehicles in the urban road lane at:  
- Turning or entering vehicles from the lane for parking or service on the associated lanes, on the stop lane, from adjacent buildings and less traffic-controlled intersections, etc. - Standing on the lanes of vehicles operating adjacent objects, traffic lanes in front of pedestrian crossings and non-rail public transport vehicles. The maneuvering factor is determined from the range of maneuvers of vehicles affecting the traffic conditions of the traffic flow in the evaluated sub-section of the intersection section. Maneuvers in the previous and next sub-section and starting from longitudinal parking and secondary urban road are not considered. The most unfavorable turning or stopping maneuvering factor is used to determine the permissible intensity. \begin{table}
\begin{tabular}{c c c c} \hline \hline
**Road Type** & **Driving Lanes** & **Width of the Driving Lane [m]** & **Width Factor k\({}_{\text{s}}\) [-]** \\ \hline Directionally undivided & 2 & 3.00 & 0.7 \\  & 2 & 3.50 & 0.8 \\ Directionally divided & 4 & 3.00 & 1.8 \\ \hline  & & 3.50 & 1.9 \\ \end{tabular}
\end{table} 
Table 4: Width factor k\({}_{\text{s}}\) for two- to eight-lane urban road arrangement [65]. \begin{table}
\begin{tabular}{c c c c c c} \hline \hline \multirow{2}{*}{**Share of Green Phases in the Cycle**} & \multicolumn{4}{c}{**Distance from a Traffic Light Intersection [m]**} \\ \cline{2-5}  & **Z\({}_{1}\):Z\({}_{2}\):Z\({}_{1}\):(Z\({}_{2}\) + Z\({}_{3}\))** & **200 m** & **500 m** & **100 m** & **1500 m** \\ \hline
1:2 & 0.55 & 0.65 & 0.75 & 0.90 \\
1:1.5 & 0.6 & 0.70 & 0.80 & 0.90 \\
1:2 & 0.65 & 0.70 & 0.85 & 0.90 \\
1:0.75 & 0.7 & 0.80 & 0.85 & 0.90 \\
1:0.5 & 0.75 & 0.83 & 0.90 & 0.90 \\
1:0.35 & 0.80 & 0.85 & 0.90 & 0.90 \\
1:0.25 & 0.85 & 0.90 & 0.90 & 0.90 \\ \hline \hline \end{tabular}
\end{table} 
Table 3: Values of the influence factor of a light-controlled intersection k\({}_{\text{k}}\)[65].