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Discussion and Outlook

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Understanding Real Traffic

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Abstract

In this discussion chapter, we consider two topics: (i) The application of the famous Kuhn’s theory about the structure of scientific revolutions to transportation science. (ii) The importance of understanding real traffic for the analysis of the effect of autonomous driving on future vehicular traffic.

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Notes

  1. 1.

    We refer here to the 4th edition of the famous Kuhn’s book [28] firstly published in 1962.

  2. 2.

    See pages 149 and 150 of [28].

  3. 3.

    See [37].

  4. 4.

    See pages 150 and 151 of [28].

  5. 5.

    This expectation is confirmed by a recent book by Rehborn et al. [40] written by practical traffic engineers working in industry. Additionally, we should also mention that accordingly Max Planck’s conclusion that “... a new generation grows up that is familiar with” the three-phase traffic theory, already now there are many research papers made in the framework of the three-phase traffic theory (see, e.g., [6, 12,13,14,15,16,17, 27, 29, 38, 41, 46, 50,51,52, 54,55,56]).

  6. 6.

    There is a huge number of publications devoted to mixed traffic flow (see, e.g., [1,2,3,4,5, 7, 8, 11, 18,19,20,21, 30,31,36, 39, 43,44,45, 47, 48]). In particular, there exist a large series of papers by the well-known and massive “Automated Highway System” project involving the US government and a large number of transportation researchers [1, 2], EU projects [11], and projects made in Germany [3]. A consortium of researches all over the world performed extensive and pioneering research into autonomous and automated driving vehicle systems (see references to these extensive research, for example, in reviews and books by Ioannou [18], Ioannou and Sun [19], Ioannou and Kosmatopoulos [20], Shladover [43], Rajamani [39], Meyer and Beiker [36], Bengler et al. [4], and Van Brummelen et al. [47]).

  7. 7.

    This criticism can be found in Chaps. 1 and 5 as well as in Appendix C. In more detail, the criticism of the evaluation of mixed traffic flow with the use of standard models for traffic flow of human driving vehicles has been considered in Refs. [23, 24, 26].

  8. 8.

    See papers [23,24,25,26].

  9. 9.

    Standard models of autonomous vehicles can be found in [1, 2, 4, 5, 7, 8, 10, 18,19,20,21, 30,31,32,33,34,35,36, 39, 43,44,45, 47, 48].

  10. 10.

    See papers [23, 24, 26].

  11. 11.

    TPACC–Three-traffic-Phase Adaptive Cruise Control. One of the most important features of TPACC is the existence of the indifferent zone for car-following of the three-phase traffic theory. The indifferent zone for car-following of the three-phase traffic theory will be defined and considered in Sect. A.1.1 of Appendix A. A theory of the effect of TPACC vehicles on traffic breakdown at a bottleneck can be found in [23, 24, 26].

  12. 12.

    To explain this statement, we should note that the mean time headway (see the definition of the term time headway in Appendix A) in vehicular traffic can reach values 1–2 s or less. Even for an autonomous driving vehicle in which there is a possibility for driver control of the vehicle, none of the passengers is able to take the vehicle under control during the short time interval 1–2 s.

  13. 13.

    The organization of high-speed highway lanes dedicated to connected autonomous vehicles has been studied, for example, in [9, 42, 49, 53].

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  1. Physics of Transport and Traffic, University of Duisburg-Essen, Duisburg, Nordrhein-Westfalen, Germany

    Boris S. Kerner

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Kerner, B.S. (2021). Discussion and Outlook. In: Understanding Real Traffic. Springer, Cham. https://doi.org/10.1007/978-3-030-79602-0_12

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