The article deals with the open questions in the theory of vehicular headway modeling. Specifically, the question of the existence of anomalous constellations in vehicular traffic micro-structure, in which the rate of fluctuations (measured by the stochastic compressibility) exceeds the fluctuation level of systems with non-interacting elements. The solution to this open problem is converted into the mathematical format working with the so-called balance particle systems, where seeking relevant relations is more straightforward and thus significantly easier. Presented research has shown that unit compressibility represents (despite popular opinion) the upper limit only for particle systems, in which there is no attractive interaction between the particles. In the article, the specific system is constructed in which the presence of an attractive force component will cause higher fluctuations than in the Poisson systems of non-interacting elements. This means that traffic constellations with higher compressibility (so-called super-compressible constellations) can be explained either by a discrepancy between the empirical traffic flow and the mathematical model used, or by the presence of attractive forces acting between individual vehicles. Using empirical vehicular data (measured on two parallel freeway lanes under reconstruction), we show that super-compressible states occur even though overtaking is prohibited. This means, therefore, that these super-compressible states arose without a doubt due to the mutual attraction of successive vehicles. In addition, the article shows that the presence of the aforementioned attractive forces appears predominantly in the fast lane, and only in situations where the traffic density is relatively low. At higher densities, the two freeway lanes are markedly synchronized, the opportunity for a sporty style of driving vanishes and the reason for changing lanes disappears. Under these circumstances, the attractive force component vanishes, which finally leads to the transition of the entire traffic system back to standard sub-compressible states.

The paper focuses on the design of an operational concept for the Nymburk–Jičín regional line and its simulation using OpenTrack software, both under the current infrastructure conditions and with anticipated modernization, particularly in the area of security system. It includes an analysis of the current state of the line, the development of several operational concepts, their simulation, and proposed changes necessary for effective implementation. The model setup covers individual elements on the track, stations and interstation sections, including the creation of train routes and timetables. The outcome is a proposal for multiple operational concepts and associated measures for their implementation. The final chapter of the paper deals with proposals for measures that are necessary or suitable for the successful implementation of individual concepts.

Electrifying urban bus routes requires an integrated assessment of energy demand, vehicle scheduling and charging infrastructure availability. This study evaluates the operational and energy feasibility of deploying battery-electric buses on Route 6 of the urban public transport network in Pardubice, Czechia, using a combination of overnight depot charging and opportunity charging at a terminal. The methodology integrates operational data and route timetables with an energy balance model and a time-based simulation of battery state of charge (SoC). The winter scenario assumes an energy consumption of 2.7 kWh·km⁻¹, a nominal battery capacity of 346 kWh and a single terminal charging point rated at 350 kW. In all simulated vehicle duties, the minimum SoC remained above the operational threshold of 30% established by the authors. Standard weekday schedule E, with 20-minute charging sessions, recorded both a minimum and final SoC of 69.6% over a distance of 162.5 km. Weekend schedule G reached a minimum SoC of 58.0% and a final SoC of 70.5% over 221.7 km. The limiting weekday scenario C, with 15-minute charging sessions outside peak periods, reached a minimum SoC of 34.9% and ended at 49.0% over 211.2 km. The findings indicate that the proposed concept is energetically feasible under the specified conditions, but do not establish its operational robustness. Critical factors include the availability of scheduled charging windows, competing charging demands from multiple vehicles and the reliability of the single charging point. The model does not account for charging conflicts, equipment failures, battery degradation or interactions with other routes. Further assessment therefore requires probabilistic analysis and validation using year-round operational data.