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The maximum flow problem with internal vertex capacities reduces to the usual edge-capacitated problem by splitting each constrained vertex into input and output copies. The connecting edge carries its entire through-flow. Feasible flows correspond under this construction, preserving the source-to-sink value; the Ford-Fulkerson algorithm and max-flow min-cut theorem therefore apply to the transformed network.

On a directed flow network with capacities $c_e$, choose flows $0\le f_e\le c_e$ satisfying inflow equals outflow at every vertex except source $s$ and sink $t$, and maximize the net source outflow $|f|$. For a cut of a flow network $S$ containing $s$ but not $t$, its capacity is ${\sum }_{u\in S,v\notin S}{c}_{uv}$. The max-flow min-cut theorem statesEvery feasible flow is bounded above by every cut capacity; equality for a feasible flow and a cut proves optimality.

The Ford-Fulkerson algorithm starts with a feasible flow, for instance zero. A forward edge has residual capacity $c_{uv}-f_{uv}$ and its reverse edge has residual capacity $f_{uv}$. Find a source-to-sink augmenting path in this residual network, and increase the flow along it by the minimum residual capacity on the path, reducing original-edge flows when reverse edges are used. Repeat until no such path exists. The vertices reachable from the source then define a saturated minimum cut of a flow network. With integer capacities and zero initial flow, all residual capacities and augmentations are integers. Each augmentation increases $|f|$ by at least one, while $|f|$ is bounded by the finite sum of source capacities, so termination takes finitely many steps.

For the original roads, a feasible maximizing flow is given below; every table entry is flow/capacity in vehicles per minute.

All road capacities are respected, and direct summation verifies flow conservation at each roundabout. The original flow value is $90$. The cut separating $B$ from every other vertex consists of its two incoming roads and has capacity $40+50=90$. Therefore the original maximum is 90 vehicles per minute.

To impose a vertex capacity, split $R_2$ into $R_2^{-}$ and $R_2^{+}$. Send its incoming roads to $R_2^{-}$ and its outgoing roads from $R_2^{+}$, and add a directed internal edge $R_2^{-}\to R_2^{+}$ of capacity $20$. Every unit passing through the roundabout must traverse this internal edge. This gives the standard maximum flow with vertex capacities construction.

Starting from zero, apply the Ford-Fulkerson algorithm with the following augmenting paths in order. First use $A\to R_1\to R_3\to B$: its residual capacities are $60,10,40$, so augment by $10$. Next use $A\to R_4\to R_5\to B$: the residual capacities are $50,30,50$, so augment by $30$. Finally use $A\to R_1\to R_2^{-}\to R_2^{+}\to R_3\to B$: the residual capacities at this stage are $50,30,20,40,30$, so augment by $20$. No reverse edge is needed in this valid run. The resulting original-road flows are precisely the after-storm column above, and the internal edge carries $20$.

For termination and optimality, take the source-side set $\{A,R_1,R_4,R_2^{-}\}$. Its outgoing edges are $R_1\to R_3$, $R_4\to R_5$ and $R_2^{-}\to R_2^{+}$, of capacities $10,30,20$. They are all saturated, and no positive-flow original edge enters this set. Consequently no residual path leaves the set, and its cut capacity equals the constructed flow value. The new maximum is therefore