## 3 Results and Discussion
### Illustration of Intensities of Intersection Sections  
Figure 11 shows the traffic intensity at 7:45. The expansion of the morning rush hour can be observed at this time. As can be seen from the figure that there is a change in the introduction of one-way traffic in the inner traffic circuit in Variant B. Red arrows indicate the direction of the one-way circuit. Sturova Street (Section 1) remains the only two-way section. The obtained results of the model for Variant B show that 75% of the sections of the internal traffic circuit are over capacity. The busiest section is Tovarenska Street (Section 4). The least-loaded section for Variant B is the Sturova section (Section 1). In the previous Variant A, the Sturova section was the busiest. The cancellation of road traffic causes this significant change from all directions in the junction Palackeho (Aupark)-Jantarova-Palackeho-Stefanikova towards the western part of the city of Kosice. The detour in this direction begins on Stefanikova Street. This change also harms the direction of traffic flows at the light-controlled intersection of the relevant transport hub. The majority of the traffic flows are directed at Stefanikova Street. Up to 110% of the load belongs to the arm of a light-controlled intersection in the direction from Palackeho to Stefanikova. A similar effect occurs on Moyzesova Street, which serves as the only gateway to the districts of Sturova and Rastislavova. This road is used by all vehicles heading from up to six districts  
Figure 10: Illustration of traffic flow intensity at a light-controlled junction Palackého–Jantárová (source elaborated by authors). of Jantarova, Palackeho, Masarykova, Narodna trieda, Komenskeho and Ceskoslovenskej, armady. On the contrary, the reduction in congestion at the entrances to the internal traffic circuit from the Palackeho and Sturova districts will have a positive effect, making this section one-way only. The local roads have to be classified at first according to the percentage load for the overall evaluation of individual simulation experiments in terms of our goal, which was set up to assess the capacity load of road sections before and after introducing a one-way circuit. This classification is inspired by the approach presented in the publication [69]. In Table 10, the roads are divided into four groups according to their capacity utilization. Figure 11: Traffic intensities of areas between the particular intersection (source elaborated by authors). The percentage load of the road is calculated as the ratio of the actual intensity \(\rm I_{m}\) obtained from the simulation model and the permissible intensity on the given section calculated according to formula (1). \[\rm a_{s}=\frac{\rm I_{m}}{\rm I_{p}}\cdot 100\ [\%] \tag{2}\]  
where:  
\(\rm I_{m}\) current traffic flow intensity from model [vehicles/h];  
\(\rm I_{p}\) permissible traffic flow intensity [vehicles/h]. The following table shows the results of simulation experiments in the inner traffic circuit of the city for each modeled variant. From the results, we can assess the suitability of each option, especially in terms of the capacity of local roads. Thanks to the transport simulation model of the town's internal transport circuit in three variants, we can compare and assess which of the variants best meets the capacity requirements of local roads. A comparison of the results of the simulation experiments for Variant A and Variant B in Table 11 reveals the following findings:  
* Creating a one-way circuit of the inner ring road in Kosice will increase the capacity load of the road on all sections, which is approaching or even exceeding the calculated permissible values of intensity. * Section 1: The number of vehicles passing through this section will be reduced from 1524 vehicles/h to 1403 vehicles/h, but the capacity load of the road will increase from 40% to 99%, so the quality of the section according to Table 10 will decrease from group B to group C.