## 2 Materials and Methods
### Modelling Noise
Traffic routing through intersections and defining traffic volume for individual homogeneous sections is based on the traffic routing matrix obtained from the traffic routing survey (Table 5). \begin{table}
\begin{tabular}{c c c c c c c} \hline \hline  & \multicolumn{2}{c}{**Day (6-18 h)**} & \multicolumn{2}{c}{**Evening (18–22 h)**} & \multicolumn{2}{c}{**Night (22–6 h)**} \\ \cline{2-7}
**Road Type** & \(Q\) **(veh/h) * & \(p\) **(\%)** & \(Q\) **(veh/h) * & \(p\) **(\%)** & \(Q\) **(veh/h) * & \(p\) **(\%)** \\ \hline Local Road & 0.062 * MDTD & 5 & 0.042 * MDTD & 3 & 0.011 * MDTD & 6 \\ \hline \hline \end{tabular}
\end{table} 
Table 3: Hourly traffic volume of vehicles and percentages of trucks for various time periods used in the model of intersections for Zilina City. With NMPB, the correction for different road surfaces is already included in the calculation of the emission level. The influences of different types of pavement surfaces and the effects of their surface wear on noise levels have been topics of significant research by the authors [9,14,54]. Different properties of asphalt concrete (AC) pavement surface were used for each scenario T_16, R_17, and R_22. AC-old was used for T_16, AC-new for R_17, and AC-partially smoothed for R_22. Based on the conducted research, corrections (Sound reduction indices) for the new road surface (R_17) of 3 dB, and 2 dB for the road surface after five years (R_22) were used. The speed of the traffic flow (cars and trucks) was chosen according to the measurements of traffic volume at the individual entrances to the intersection (Table 6). The overall average speed of vehicles passing through the three-arm intersection was higher than that at the roundabout. The average vehicle speeds on the arms of the roundabout were used for models R_17 and R_22. The wind rose values obtained from real measurements of wind speed and direction were used to model noise propagation in the vicinity of the aforementioned intersections (Figure 5). At the three-arm intersection, the prevailing winds were from the south and southeast directions. At the roundabout, the prevailing winds were from the south \begin{table}
\begin{tabular}{c c c c c} \hline \hline \multirow{2}{*}{
\begin{tabular}{c} **Intersection** \\ **Arms (Profiles)** \\ \end{tabular} } & \multicolumn{4}{c}{**The Average Speed of Vehicles [km/h]**} \\ \cline{2-5}  & \multicolumn{2}{c}{**Three-Arm Intersection (T\_16)**} & \multicolumn{2}{c}{**Roundabout (R\_17, R\_22)**} \\ \cline{2-5}  & **Passenger Cars** & **Freight Vehicles** & **Passenger Cars** & **Freight Vehicles** \\ \hline B & 52 & 48 & 50 & 43 \\ A & 44 & 37 & 40 & 32 \\ C & 43 & 33 & 35 & 25 \\ \hline \hline \end{tabular}
\end{table} 
Table 6: Average driving speeds of cars and trucks on the intersection arms (profiles A, B, and C) of intersections in Zilina city. \begin{table}
\begin{tabular}{c c c c} \hline \hline \multicolumn{4}{c}{**Traffic Volume at the Intersection Entrance (veh/24 h)**} \\ \hline \hline
**Intersection/Entrance** & **A** & **B** & **C** \\ \hline T\_16 & 5702 & 6763 & 3222 \\ R\_17 & 5333 & 7311 & 3876 \\ \hline \hline \end{tabular}
\end{table} 
Table 4: Daily traffic volume (MDTD) at the entrances to the intersection detected during the working day at the three-arm intersection (T_16) and roundabout (R_17) in Zilina City. \begin{table}
\begin{tabular}{c c c c} \hline \hline \multicolumn{4}{c}{**Three-Arm Intersection (T\_16)**} \\ \hline \hline
**Entrance to the Intersection** & **A** & **B** & **C** \\ \hline A & 0\% & 69\% & 31\% \\ B & 57\% & 0\% & 43\% \\ C & 37\% & 63\% & 0\% \\ \hline \hline \multicolumn{4}{c}{**Roundabout (R\_17, R\_22)**} \\ \hline \hline
**Entrance to the Intersection** & **A** & **B** & **C** \\ \hline A & 0\% & 69\% & 31\% \\ B & 63\% & 0\% & 37\% \\ C & 43\% & 57\% & 0\% \\ \hline \hline \end{tabular}
\end{table} 
Table 5: Traffic routing matrix through the intersections (three-arm intersection, roundabout) in Zilina City.