Issues in Mobile Ad Hoc Networks For Vehicular Communication

Issues in Mobile Ad hoc Networks for Vehicular Communication
CHAPTER 1
INTRODUCTION
Vehicular Communication Systems are an emerging type of networks in which

vehicles and roadside units are the communicating nodes; providing each other with
information, such as safety warnings and traffic information. As a cooperative approach,
vehicular communication systems can be more effective in avoiding accidents and traffic
congestions than if each vehicle tries to solve these problems individually.
Generally vehicular networks are considered to contain two types of nodes; vehicles
and roadside stations. Both are Dedicated Short Range Communications (DSRC) devices.
DSRC works in 5.9 GHz band with bandwidth of 75 MHz and approximate range of 1000m.
The network should support both private data communications and public (mainly safety)
communications but higher priority is given to public communications. Vehicular
communications is usually developed as a part of Intelligent Transport Systems (ITS). ITS
seeks to achieve safety and productivity through intelligent transportation which integrates
communication between mobile and fixed nodes. To this end ITS heavily relies on wired and
wireless communications.
(Fig 1.1 Traffic Chaos in Cities)
TOCE, Dept of ECE. May 2011 Page 1

1.1 Motivation:
The main motivation for vehicular communication systems is safety and eliminating
the excessive cost of traffic collisions. According to World Health Organizations (WHO),
road accidents annually cause approximately 1.2 million deaths worldwide; one fourth of all
deaths caused by injury. Also about 50 million persons are injured in traffic accidents. If
preventive measures are not taken road death is likely to become the third-leading cause of
death in 2020 from ninth place in 1990.
However the deaths caused by car crashes are in principle avoidable. US Department
of Transport states that 21,000 of the annual 43,000 road accident deaths in the US are caused
by roadway departures and intersection-related incidents. This number can be significantly
lowered by deploying local warning systems through vehicular communications. Departing
vehicles can inform other vehicles that they intend to depart the highway and arriving cars at
intersections can send warning messages to other cars traversing that intersection. Studies
show that in Western Europe a mere 5 km/h decrease in average vehicle speeds could result
in 25% decrease in deaths. Policing speed limits will be notably easier and more efficient
using communication technologies.
Although the main advantage of vehicular networks is safety improvements, there are
several other benefits. Vehicular networks can help in avoiding congestion and finding better
routes by processing real time data. This in return saves both time and fuel and has significant
economic advantages.
(Fig 1.2 Accidents can be Play Vital Roles)

CHAPTER 2
VEHICULAR COMMUNICATION
2.1 Development:
Vehicular communications is mainly motivated by the desire to implement Intelligent

Transport Systems (ITS) because of their key benefits in safety and traveling ease. Several
ITS institutions operate around the world to bring ITS concepts to real world. In the United
States one of the main players is U.S. Department of Transportation (USDoT) . The federal
DoT promotes ITS through investment in potentially high payoff initiatives. One of these
major initiatives, Vehicle Infrastructure Integration (VII), seeks to increase safety by
providing vehicle to vehicle and vehicle to roadside units communications through Dedicated
Short Range Communications (DSRC).
Intelligent Transportation Society of America (ITSA), which has members from many
diverse areas including private companies, universities, and governmental agencies, aims to
improve cooperation among public and private sector organizations. ITSA summarizes its
mission statement as “vision zero” meaning its goal is to reduce the fatal accidents and delays
as much as possible.
Many universities are pursuing research and development of vehicular ad hoc

networks. For example, University of California, Berkeley is participating in California
Partners for Advanced Transit and Highways (PATH), along with several other universities
in California and elsewhere such as Stanford, UCLA, MIT, Texas A&M etc.
Car manufacturers and communication corporations are also investing in vehicular

communications; among them are Kapsch, General Motors, Daimler Chrysler, Ford Motor
Company, Siemens, Honda, Toyota, BMW, Mercedes-Benz and Mark IV.
Integrated automobile devices like OnStar have begun to make a presence on U.S.
markets, with automobile manufacturers like GM offering them as options on their vehicles.
Third party companies use these devices to offer services such as directions and emergency

assistance to their customers. Although these devices may add an extra level of safety and
peace of mind, they do not offer drivers the freedom to communicate with each other
2.2 V2V:
V2V (short for vehicle to vehicle) is an automobile technology designed to allow

automobiles to "talk" to each other. The systems will use a region of the 5.9 GHz band set
aside by the United States Congress in 1999, the unlicensed frequency also used by Wi-Fi.
V2V is currently in active development by General Motors, which demonstrated the system
in 2006 using Cadillac vehicles. Other automakers working on V2V include BMW, Daimler,
Honda, Mercedes and Volvo.
2.3 Technical specifications
Two categories of draft standards provide outlines for vehicular networks. These
standards constitute a category of IEEE standards for a special mode of operation of IEEE
802.11 for vehicular networks called Wireless Access in Vehicular Environments (WAVE).
802.11p is an extension to 802.11 Wireless LAN medium access layer (MAC) and physical
layer (PHY) specification. As of November 2006 Draft 1.3 of this standard is approved.
802.11p aims to provide specifications needed for MAC and PHY layers for specific needs of
vehicular networks. IEEE 1609 is a family of standards which deals with issues such as
management and security of the network:
1609.1 -Resource Manager: This standard provides a resource manager for WAVE, allowing
communication between remote applications and vehicles.
1609.2 -Security Services for Applications and Management Messages
1609.3 -Networking Services: This standard addresses network layer issues in WAVE.
1609.4 -Multi-channel Operation: This standard deals with communications through multiple
channels.

The current state of these standards is trial-use. A vehicular communication networks

which complies with the above standards supports both vehicular on-board units (OBU) and
roadside units (RSU). RSU acts similar to a wireless LAN access point and can provide
communications with infrastructure. Also, if required, RSU must be able to allocate channels
to OBUs. There is a third type of communicating nodes called Public Safety OBU (PSOBU)
which is a vehicle with capabilities of providing services normally offered by RSU. These
units are mainly utilized in police cars, fire trucks, and ambulances in emergency situations.
As mentioned before DSRC provides several channels (seven 10 MHz channels in

North America) for communications. Standards divide the channels into two categories: a
control channel and service channels. Control channel is reserved for broadcasting and
coordinating communications which generally takes place in other channels. Although DSRC
devices are allowed to switch to a service channel, they must continuously monitor the
control channel. There is no scanning and association as there is in normal 802.11. All such
operations are done via a beacon sent by RSUs in the control channel. While OBUs and
RSUs are allowed to broadcast messages in the control channels, only RSUs can send beacon
messages.
In North America DSRC devices operate over seven 10 MHz channels. Two of the
channels are used solely for public safety applications which mean that they can only be used
for communications of message with a certain priority or higher.
Although 802.11p and 1609 drafts specify baselines for developing vehicular
networks, many issues are not addressed yet and more research is required.

CHAPTER 3
APPLICATIONS
Vehicular communication networks will provide a wide range of applications with

different characteristics. As these networks have not yet been implemented, a list of such
applications is speculative and apt to change in the future (However safety, which is the main
purpose of these networks, will most probably remain the most important applications).
Furthermore some of these applications require technologies that are not available now.
Ultimately we would like to delegate the full handling control of our cars to the vehicles
themselves; somewhat similar to autopilot. The classifications of applications are not unique
and many institutions involved in intelligent transportation systems propose their own set of
applications and classifications. We classify the possible applications in the following
categories.
3.1 Safety
Providing safety is the primary objective of vehicular communication networks. Vehicles

who discover an imminent danger such as an obstacle inform others. Electronic sensors in
each car can detect abrupt changes in path or speed and send an appropriate message to
neighbors. Vehicles can notify close vehicles of the direction they are taking so the drivers
can make better decisions; a more advanced version of turn signals. In more advanced
systems, at intersections the system can decide which vehicle has the right to pass first and
alert all the drivers. Some of the immediate applications are:
 Warnings on entering intersections.
 Warnings on departing the highways
 Obstacle discovery
 Sudden halts warnings
 Reporting accidents

 Lane change warnings
3.2 Traffic management
Traffic management is utilized by authorities to ease traffic flow and provide a real time
response to congestions. Authorities may change traffic rules according to a specific situation
such as hot pursuits and bad weather. Applications include:
 Variable speed limits
 Adaptable traffic lights
 Automated traffic intersection control.
 Accommodating ambulances, fire trucks, and police cars.
3.3 Driver assistance systems
Roadside units can provide drivers with information which help them in controlling
the vehicle. Even in the absence of RSUs, small transmitters may be able to issue warnings
such as bridge or tunnel height or gate width:
 Parking a vehicle
 Cruise control
 Lane keeping assistance
 Roadsign recognition
 3.4 Policing and enforcement
 Police can use vehicular communications in several ways:

 Surveillance
 Speed limit warnings
 Restricted entries
 Pull-over commands
3.4 Pricing and payments
Electronic payment results in convenient payments and avoiding congestions caused

by toll collection and makes pricing more manageable. For instance tolls can be variable for
weekdays and weekends and during rush hours:
 Toll collecting
 Parking payments
3.5 Direction and route optimization
For reaching a destination there are usually many different routes. By collecting
relevant information system can find the best paths in terms of travel time, expenses (such as
toll and fuel)
3.6 Travel-related information
In an unfamiliar town drivers may be assisted to find relevant information about

available services:

 Maps
 Business locations
 Car services
 Gas stations
3.7 General information services
As with many other communication networks, vehicular networks can be used to

obtain various content and services (not directly related to travelling). In this respect there are
numerous applications. In the case that wireless vehicular networks are integrated to the
Internet, which is very likely, virtually every application that is currently used in the Internet
will find its way to vehicular networks as well. However applications with lower bandwidth
requirements are likely to become widespread sooner. Some applications can be:
 Web surfing
 File downloads
 Email
 Gaming
3.8 Automated highways

Automated highway is not yet realizable but nevertheless is an important application.

In these highways the vehicles are able to cruise without help of their drivers. This is done by
cooperation between vehicles. For example each vehicle knows the speed and direction of
travel of its neighbouring vehicles through communication with them. The status is updated
frequently; therefore each vehicle can predict the future up to some necessary time and is able
to make appropriate decisions in appropriate time. Because automated highways are not
limited by human response time, much higher speeds will be possible. This application is
virtually impossible without utilizing vehicular networks.

CHAPTER 4
TCHNOLOGIES USED FOR TRAFFIC SAFETY
4.1 Electronic stability control (ESC)
ESC is a computerized technology that improves safety of a vehicle's stability by

detecting and minimizing skids. When ESC detects loss of steering control, it automatically
applies the brakes to help "steer" the vehicle where the driver intends to go. Braking is
automatically applied to wheels individually, such as the outer front wheel to counter over
steer or the inner rear wheel to counter under steer. Some ESC systems also reduce engine
power until control is regained. ESC does not improve a vehicle's cornering performance;
instead, it helps to minimize the loss of control. According to IIHS and NHTSA, one-third of
fatal accidents could have been prevented by the technology.
4.2 Sensors:
Radars send narrow microwave beams that are reflected from objects and then
received back by the radars. Based on this information, the relative position and velocity of
other objects can be determined.
4.2.1 Limitations:
Local perception (require line-of-sight), utilization-related problems (rain and snow,

dust and mud), cost and integration within vehicles can be considered as the limitation of this
technology.

4.3 Computer vision:
Stereo cameras monitor the environment around a vehicle, and image processing is
used for determining dangerous situations, such as a possible collision or a vehicle that
dangerously approaches the lateral side of a road.
4.3.1 Limitations:
First 2 in sensors, also low speed of image processing and large number of false
alarms are drawbacks of this technology.
Thus to overcome the limitation of the technologies mentioned above “Vehicular

Communication” can be considered as a potential solution.
(Fig 4.1 Technologies used for Vehicular Communication)

CHAPTER 5
APPROACHES TO VEHICULAR COMMUNICATION
Considering the three major approaches to vehicular communication those can be

described as follows.
5.1 Communication using Dedicated Infrastructure:
There is one way of vehicular communication in which the dedicated network

infrastructure is developed, which contains the components like the internet, public network,
and traffic service centre. The block diagram below represents the method of this approach.
(Fig 5.1 Dedicated infrastructure for communication)
5.2 Communication using Cellular System:
The components of this method of approach are the internet, cellular network,
and traffic service centre. The block diagram is shown below.

(Fig 5.2 Cellular system used for communication)
5.3 A Direct Approach for Communication:
In direct communication approach there is no need of any network

infrastructure or the internet and even traffic service centre so this way is quite straight
forward and more efficient.
(Fig 5.3 Direct approach of communication)

(Table 5.1 Comparative table for approaches to vehicular communication)

CHAPTER 6
VEHICULAR AD HOC NETWORK
6.1 Technology overview:
A Vehicular Ad-Hoc Network, or VANET, is a technology that uses moving cars as

nodes in a network to create a mobile network. VANET turns every participating car into a
wireless router or node, allowing cars approximately 100 to 300 metres of each other to
connect and, in turn, create a network with a wide range. As cars fall out of the signal range
and drop out of the network, other cars can join in, connecting vehicles to one another so that
a mobile Internet is created. It is estimated that the first systems that will integrate this
technology are police and fire vehicles to communicate with each other for safety purposes.
Technology:
InVANET, or Intelligent Vehicular Ad-Hoc Networking, defines an intelligent way of

using Vehicular Networking. InVANET integrates on multiple ad-hoc networking
technologies such as Wi-Fi IEEE 802.11p, WAVE IEEE 1609, Wi-MAX IEEE 802.16,
Bluetooth, IRA, ZigBee for easy, accurate, effective and simple communication between
vehicles on dynamic mobility. Effective measures such as media communication between
vehicles can be enabled as well methods to track the automotive vehicles are also preferred.
InVANET helps in defining safety measures in vehicles, streaming communication

between vehicles, infotainment and telemetric.
Vehicular Ad-hoc Networks are expected to implement variety of wireless

technologies such as Dedicated Short Range Communications (DSRC) which is a type of Wi-
Fi. Other candidate wireless technologies are Cellular, Satellite, and Wi-MAX. Vehicular Ad-
hoc Networks can be viewed as component of the Intelligent Transportation Systems (ITS).
Vehicular Networks are envisioned of the Intelligent Transportation Systems (ITS).

Vehicles communicate with each other via Inter-Vehicle Communication (IVC) as well as
with roadside base stations via Roadside-to-Vehicle Communication (RVC). The optimal

goal is that vehicular networks will contribute to safer and more efficient roads in the future
by providing timely information to drivers and concerned authorities.
(Fig 6.1 Message propagation path in VANET)
(Fig 6.2 Alternate propagation path in case of breakdown of links)

6.2 Difference between VANETs and MANETs:
As discussed, the term vehicular Ad hoc network (VANET) is used for a subgroup of
mobile Ad hoc networks (MANETs). Both VANET and MANET are characterized by the
movement and self-organization of the nodes. But they are also different in some ways.
MANET can contain many nodes that have un-controlled moving patterns. But since VANET
is formed mainly by vehicles so node movement is restricted by factors like road course,
traffic and traffic regulations. Because of the restricted node movement it is quite likely that
the VANET will be supported by some fixed infrastructure that provide some services and
access to stationary networks. The fixed infrastructure will be deployed at critical locations
like slip roads, service stations, dangerous intersections or places well-known for hazardous
weather conditions. Nodes are expected to communicate by means of North American DSRC
standard that employs the IEEE 802.11p standard for wireless communication. Vehicles that
are not subjected to the strict energy, space and computing capabilities restrictions normally
adopted MANETs. The very high speed of the nodes (up to 250 km/h) and the large
dimensions of the VANET are more challenging problems in recent research areas.
6.3 Ad Hoc Networks:
A wireless ad hoc network is a decentralized type of wireless network. The network is

ad hoc because it does not rely on a preexisting infrastructure, such as routers in wired
networks or access points in managed (infrastructure) wireless networks. Instead, each node
participates in routing by forwarding data for other nodes, and so the determination of which
nodes forward data is made dynamically based on the network connectivity. In addition to the
classic routing, ad hoc networks can use flooding for forwarding the data.

CHAPTER 7
ISSUES IN AD HOC NETWROKS FOR VEHICULAR

COMMUNICATION
7.1 Data Aggregation:
Data aggregation is an important issue for vehicular ad-hoc networks (VANETs).

Congestion notification applications are built to warn drivers of traffic slowdowns far enough
in advance that the drivers may take alternate routes. Data that is broadcast should be self-
contained and fit into a single MAC-layer frame. With dense traffic, aggregation is needed to
represent a large number of vehicles in relatively small frame. We present a new technique
for aggregating vehicles' data without losing accuracy. Vehicles build a local view based on
speed and position reports from neighboring vehicles. This local view, representing vehicles
up to 1.6 km ahead, is then aggregated into a single frame and broadcast. Vehicles use
received aggregated frames to extend their views even farther.
7.2 Data Validation:
In order to meet performance goals, it is widely agreed that vehicular ad hoc networks
(VANETs) must rely heavily on node-to-node communication, thus allowing for malicious
data traffic. At the same time, the easy access to information afforded by VANETs
potentially enables the difficult security goal of data validation. We propose a general
approach to evaluating the validity of VANET data. In our approach a node searches for
possible explanations for the data it has collected based on the fact that malicious nodes may
be present. Explanations that are consistent with the node's model of the VANET are scored
and the node accepts the data as dictated by the highest scoring explanations. Our techniques
for generating and scoring explanations rely on two assumptions: 1) nodes can tell "at least
some" other nodes apart from one another and 2) a parsimony argument accurately reflect
adversarial behavior in a VANET. We justify both assumptions and demonstrate our
approach on specific VANETs.

7.3 Network Congestion:
The basic objective of congestion control is to best exploit the available network
resources while preventing sustained overloads of network nodes and links. Appropriate
congestion control mechanisms are essential to maintain the efficient operation of a network.
Ensuring congestion control within vehicular ad hoc networks address special challenges, due
to the characteristic and specificities of such environment (High dynamic and mobility of
nodes, high rate of topology changes, high variability in nodes density and neighborhood,
broadcast/geocast communication nature ...). In this context, we present in this paper a
congestion control approach, based on the concept of dynamic priorities-based scheduling, to
ensure a reliable and safe communications architecture within VANET. Messages priorities
are dynamically evaluated according to their types, the network context and the
neighborhood.
Vehicle traffic congestion is reflected as delays while traveling. Traffic congestion

has a number of negative effects and is a major problem in today's society. Several
techniques have been deployed to deal with this problem. In this paper, we have proposed an
innovative approach to deal with the problem of traffic congestion using the characteristics of
vehicular ad-hoc networks (VANET). We have used the adaptive proportional integral rate
controller, a congestion control algorithm designed for the Internet, to deal with the problem
of vehicle traffic congestion in vehicular networks. The adaptive PI rate controller is a rate
based controller that employs control theory to manage the problem of data traffic congestion
in computer networks. Using simulations we have demonstrated the applicability of the
algorithm in the domain of vehicle traffic congestion in a VANET.
7.4 MAC (Media Access Control):
The successful dissemination of emergency messages in vehicular ad hoc networks

can make a difference between life and death. To achieve the life-saving goals, emergency
message dissemination needs timely and lossless medium access in vehicular ad hoc
networks. Although there are existing medium access control (MAC) protocols that support
priority medium access in the literature, these protocols focus on providing statistical priority
for unicast flows instead of strict priority for individual packets. This paper proposes a new
MAC scheme to address this issue. With its novel pulse-based control mechanism, the

proposed MAC scheme realizes strict packet-level priority scheduling for emergency packets
in a fully distributed way. With the same mechanism, the proposed scheme supports multiple
levels of strict priority for emergency packets.
Design of VANET MAC protocol should give more significance to fast topology
changes and types of services rather than power constraints, MAC protocols have to reduce
the medium access delay and increase the reliability.
7.5 Mobility Management:
Vehicular ad hoc networks are gaining importance for inter-vehicle communication,

because they allow for the local communication between vehicles without any infrastructure,
configuration effort, and without the high costs of cellular networks. Besides local data
exchange, vehicular applications may be extended by accessing Internet services. The access
is provided by Internet gateways installed along the roadside. However, the Internet
integration requires a respective mobility support of the vehicular ad hoc network. In this
paper we propose MMIP6, a communication protocol that integrates multihop IPv6-based
vehicular ad hoc networks into the Internet. Whereas existing approaches are focused on
small-scale ad hoc networking scenarios, MMIP6 is highly optimized for scalability and
efficiency. The evaluation showed that MMIP6 is a suitable solution providing a scalable
mobility support with an acceptable performance characteristic.
(Fig 7.4 VANET Scenario)

7.6 Routing Issue:
Vehicular communications have been one of the hottest research topics for the last
few years. Many routing protocols have been proposed for such kind of networks. Most of
them try to exploit the information which may be available at the vehicle by the time that a
routing decision must be made. In addition, some solutions are designed taking into account
the particular, highly partitioned, network connectivity in vehicular settings. To do so, they
embrace the store-carry- forward paradigm of delay-tolerant networks. Despite the great
variety of approaches which have been proposed, we found that there is a set of issues which
are common to many vehicular ad hoc routing protocols in the literature. In this paper, we
perform a simulation-based analysis of five of those protocols, which are representative of the
various categories of vehicular routing.
Previous studies on VANET routing focused more on single ad hoc routing method (e.g.
most researchers focused on traditional ad hoc topology based routing, while some other
focused on position based ad hoc routing method in VANET). The selection of routing
method heavily depends on the nature of the network. Thus single ad hoc routing method is
not sufficient enough in meeting all the different types of ad hoc networks. In this study we
focus on different ad hoc routing methods and figure out which recent advancement had been
made to provide „in time‟ and scalable routing in order to avoid any critical situation on
roads. Furthermore, most researchers focused on single environment of VANET i.e. either on
highway or in city to evaluate the performance of different routing protocols. Therefore in our
study we focus on both environments i.e. city and highway for the performance evaluation
of different routing protocols. Moreover, the performance of different routing protocols had
not been well measured since each researcher used different simulator and performance
metrics for performance evaluation. Due to aforementioned problems there is continuous
need to study various ad hoc routing methods in order to select appropriate method for
different environments of VANET.

7.7 Security Issues:
With an immense improvement in technological innovations, we find Vehicular

Communication (VC) as a solution to many problems of our modern day communication
system in roads. VC involves the use of short range radios in each vehicle, which would allow
vehicles to communicate with each other which is also known as (V-V) communication and
with road side infrastructure (V-I Communication). These vehicles would then form an
instantiation of ad hoc networks in vehicles, popularly known as Vehicular Ad Hoc Networks
(VANET). It is a subset of Mobile Ad Hoc Network (MANET). The similarity between these
two networks is characterized by the movement and self organization of nodes. Also the
difference between these ad hoc networks is that MANET nodes cannot recharge their battery
power where VANET nodes are able to recharge them frequently.
VANET is mainly designed to provide safety related information, traffic management,

and infotainment services. Safety and traffic management require
real time information and this conveyed information can affect life or death
decisions. Simple and effective security mechanism is the major problem of
deploying VANET in public. Without security, a Vehicular Ad Hoc Network
(VANET) system is wide open to a number of attacks such as propagation of
false warning messages as well as suppression of actual warning messages,
thereby causing accidents. This makes security a factor of major concern in
building such networks. VANET are of prime importance, as they are likely to be
amongst the first commercial application of ad hoc network technology. Vehicles
are the majority of all the nodes, which are capable of forming self organizing
networks with no prior knowledge of each other, whose security level is very low
and they are the most vulnerable part of the network which can be attacked
easily. The capacity of VANET technology is high with a wide range of applications being
deployed in aid of consumers, commercial establishments such as toll plazas, entertainment
companies as well as law enforcement authorities. However, without securing these networks,
damage to life and property can be done at a greater extent.

7.7.1 SECURITY REQUIREMENTS FOR VANET
7.7.1.1. Authentication
Authentication is a major requirement in VANET as it ensures that the messages are

sent by the actual nodes and hence attacks done by the greedy drivers or the other adversaries
can be reduced to a greater extent. Authentication, however, raises privacy concerns, as a basic
authentication scheme of attaching the identity of the sender with the message would allow
tracking of vehicles. It, therefore, is absolutely essential to authenticate that a sending vehicle
has a certain property authentication as per application. For example in location based services
this property could be that a vehicle is in a particular location from where it claims to be.
.
7.7.1.2 Message Integrity
This is very much requires as this ensures the message is not changes in transit that the
messages the driver receives are not false.
7.7.1.3 Message Non-Repudiation
In this security based system a sender cannot deny the fact having sent the
message. But that doesn’t mean that everyone can identify the sender only specific authorities
should be allowed to identify a vehicle from the authenticated messages it sends.
7.7.1.4 Entity authentication
It ensures that the sender who has generated the message is still inside the network and
that the driver can be assured that the sender has send the message within a very short period.

7.7.1.5 Access control
It is required to ensure that all nodes function according to the roles and privileges
authorized to them in the network. Towards access control, Authorization specifies what each
node can do in the network and what messages can be generated by it.
7.7.1.6 Message confidentiality
It is a system which is required when certain nodes wants to communicate in private.

But anybody cannot do that. This can only be done by the law enforcement authority vehicles to
communicate with each other to convey private information. An example would be, to find the
location of a criminal or a terrorist.
7.7.1.7 Privacy
This system is used to ensure that the information is not leaked to the unauthorized
people who are not allowed to view the information Third parties should also not be able to
track vehicle movements as it is a violation of personal privacy. Therefore, a certain degree of
anonymity should be available for messages and transactions of vehicles. However, in liability
related cases, specified authorities should be able to trace user identities to determine
responsibilities. Location privacy is also important so that no one should be able to learn the
past or future locations of vehicles.
7.7.1.8 Real time guarantees
It is essential in a VANET, as many safety related applications depend on strict time

guarantees. This can be built into protocols to ensure that the time sensitivity of safety related
applications such as collision avoidance is met.

7.7.1.9 Problems and Properties associated in VANET Security
The problems can be classified into tree distinct parts which are challenges that
are faced while implementing the system, adversaries that can attack the
system and the type of attacks that can be encountered in VANET. The latter
two parts are explained together. Later the chapter will illustrate the existing
properties that support security issues, i.e. which will mitigate some security
situation.
7.7.2 Challenges
7.7.2.1 Tradeoff between authentication and privacy
For authentication of all message transmission, it is required to track the vehicles

for the identification of vehicles from the message they send which most
consumers will not like others to know about their personal identification
therefore this has to come in equilibrium. Therefore a system needs to be
introduced which enables message to be anonymous to the general nodes but
also enables identification by central authorities in cases like accidents.
7.7.2.2 High Mobility

Due to high mobility the protocol cannot be handshake based and most of the
communications are between nodes that have never interacted before therefore learning based
scheme should be introduced so that they learn to know about each others behaviors.
7.7.2.3 Real-time guarantees
As the major VANET applications are used for collision avoidance, hazard warning and
accident warning information, so applications require strict deadlines for message delivery.

7.7.2.4 Location Awareness
Certain location based service is essential for most VANET applications to be truly
effective, so that reliance of the VANET system on GPS or other specific location based
instruments can be increased as any error in these is likely to effect in the VANET applications.
7.7.3 ADVERSARIES and their attacks
7.7.3.1 Greedy Drivers
It can be thought that most of the drivers in the road is honest and will follow all
the rules and regulations but there can be greedy drivers as well who will try to
attack for their own benefit and we cannot deny the fact. For example, in our
congestion avoidance system, a greedy driver might try to convince his
neighbors that there is congestion ahead, and if his neighbors choose other
routes, our greedy driver will get a terrific driving condition. Message Falsification
is a type of attack usually done by the greedy drivers. An attacker can send false
messages in a VANET network such as false hazard warnings to divert traffic
from a route for freeing up resources for it. Message delay is also another type of
attacks where in case of road traffic accident the driver will not pass the message
to its neighboring cars in appropriate time so as to create road traffic congestion.
7.7.3.2 Snoops/Eavesdropper
These people are those who try to collect information about you. While data mining is
acceptable over aggregate data, but for identifying information for an
individual, that raises serious privacy concerns and is not acceptable.
Impersonation is a type of attack done by the snoops. An attacker may take on
someone else’s identity and gain certain advantages or cause damage to other
vehicles. Privacy Violation is also done by the snoops and is done by using a
simple mechanism which is to associate the identity of vehicles with the
messages they send using asymmetric key cryptography. However, this lends
itself to people being able to identify the sender of the message. Thus, vehicles

can be tracked and anyone can identify a vehicle’s owner. This raises some
serious privacy issues as in all applications like safety, traffic management and
toll access the messages would reveal the driver’s identity, his location, his actions and
preferences. Consumers would not like to adopt a technology which violates their privacy.
7.7.3.3 Pranksters
Pranksters are especially the bored teenagers who will attempt things for fun. For
example, a prankster targeting a collision-avoidance might sit by the road and
convince one vehicle to slow down while convincing the vehicle behind to speed
up. A prankster could also abuse the security vulnerability to Denial of Service
(DoS) attacks to disable applications or prevent critical information from reaching
another vehicle. Message Alteration is a form of attack that is done by the
pranksters by changing a hazard warning to a no hazard warning to cause road
traffic accidents.
7.7.3.4 Industrial Insiders
Industrial insiders are those who stays inside the car manufacturing company
Attacks from insiders can be very harmful, and the extent to which vehicular
networks are vulnerable will depend on other security design decisions. For
example, if mechanics can update the firmware of a vehicle, they also have an
opportunity to load malicious firmware. If we allow vehicle manufacturers to
distribute keys, then a insider at one manufacturer could create keys that would
be accepted by all other vehicles. Hardware Tampering is usually done by the
industrial insiders. Attackers can tamper with the security hardware of a vehicle
to steal identities as well as extract cryptographic keys. Therefore, specific
mechanism like tamper proof hardware needs to be implemented to ensure such
attacks cannot be easily accomplished. Sensors tampering are also another easy
attack done by the insiders If the main system is tamper proof it is easy to fool
the vehicle’s sensors with wrong information by simulating false conditions.
Examples include tampering with the GPS system and temperature sensors.

7.7.3.5 Malicious Attackers
This kind of attackers deliberately attempt to cause harm via the applications on the
vehicular network. Normally, these attackers have specific targets, and they have access to
more resources than other attackers. They are more
professional. For example, a terrorist might manipulate the deceleration warning system to
create gridlock before detonating a bomb. In general, although such kind of attackers will be
less than other kinds of attackers, they are probably the most important concern for our security
system.
7.7.4 VANET Properties supporting Security
VANET systems have certain properties which make them a unique from other ad hoc
network.
7.7.4.1 High processing power and adequate power supply
VANET nodes are the vehicles itself which have their own power in the form of
batteries and can have high computing powers. This means that unlike a majority of the ad hoc
networks, they do not need power efficient protocols. And high computing power allows the
nodes to run complex cryptographic calculations.
7.7.4.2 Known Time and Position
The location of a node with time would be available for the implementation of various
security purposes as it is thought that most vehicles will be equipped with the GPS system.
7.7.4.3 Periodic Maintenance & Inspection
In most cases, cars receive periodic maintenance, which can be used for regular checks

and updates of firmware and software. In case public key cryptography is implemented, it can
also be used for updating certificates and keys, along with provision of fresh Certificate
Revocation Lists (CRLs).
7.7.4.4 Central Registration
Usually ad hoc networks are not registered but the good thing is that all the VANET
nodes ie the vehicles are registered with a central authority and already have a unique identity
in the form of a license plate. There is an existing infrastructure which maintains records of all
vehicles.
7.7.4.5 Honest Majority
Usually it is thought that majority of the drivers in the system are honest and there are
few vehicles or nodes which will try to attack in some ways If anything wrong happens then
the set of good drivers will help the law enforcement to find the adversary with the help of
polling and voting system.
7.7.4.6 Existing Law Enforcement Infrastructure
If there is any sort of attacks done by the adversary the law enforcement group can
catch the wrong doers although the law enforcement officers.

CHAPTER 8
SUMMARY
The overview of the vehicular Ad Hoc Network (VANET) helps understanding the idea
behind the communication between vehicles without using any dedicated network infrastructure.
After getting the idea about VANET the main issues related to that can be considered and the
solution of each can be studied. The most important issue of security in VANET should be taken
in the account for improved performance.
8.2 Conclusion:
VANETs combine short range communications, with the scalability and mobility of
classic ad hoc networks, in order to support a number of applications aiding in the safety,
entertainment and simplification of everyday driving. Emerging wireless technologies are
expected to enhance the better models in vehicular networks. To enhance the performance the
issues described here must be considered.
8.1 The Future Scope:
After considering the main issues related to VANET it is possible to get the solution of
each to enhance the performance and reliability. Taking in the account the constant growth of
automotive market and the increasing demand for the car safety, also driven by the regulatory
domain, the potential of car to car connectivity is immense. The classes of application for
vehicular networks range from time critical safety application to delay tolerant internet
connectivity applications.
We can analyze the factors that are critical in deciding the networking framework over
which the future vehicular application would be deployed and show that there are active
research efforts towards making VANETs a reality in the near future.

BIBLIOGRAPHY
Papers:
[1] Real-World VANET Security Protocol Performance: Jason J. Haas and Yih-Chun Hu,
University of Illinois at Urbana-Champaign, Urbana, Illinois, U.S.A.
[2] Street Smart Traffic: Discovering and Disseminating Automobile Congestion Using
VANET’s: Sandor Dornbush and Anupam Joshi, Dept. of Computer Science and Electrical
Engineering, University of Maryland Baltimore County, Baltimore, Maryland 21250
[3] Detecting and Correcting Malicious Data in VANETs: Philippe Golle, Palo Alto
Research Center.
[4] A Distributed MAC Scheme for Emergency Message Dissemination in Vehicular Ad

Hoc Networks: Jun Peng, member, IEEE and Liang Cheng, member, IEEE
[5] Mobility Management for Vehicular Ad Hoc Networks: Marc Bechler, Lars Wolf,
Institute of Operating Systems and Computer Networks, Technische Universität
Braunschweig, Germany.
[6] Content Distribution using Network Coding in VANET: Uichin Lee, Joon-Sang Park,
Joseph Yeh, Giovanni Pau, Mario Gerla, University of California, Los Angeles, CA
90095.
[7] Simulation-based Study of Common Issues in VANET Routing Protocols: Victor

Cabrera, DIIC, University of Murcia, Murcia, Spain E-30100.

Books:
1) Hui: A survey on the characterization of Vehicular Ad Hoc Networks routing solutions.

ECS 257 Winter 2005.
2) Antonios Stampoulis (antonios.stampoulis@yale.edu),Zheng Chai: A Survey of

Security in Vehicular Networks.
Websites:
1) www.google.com.
2) http://en.wikipedia.org/wiki/Vehicular_communication_systems.
3) http://en.wikipedia.org/wiki/Electronic_stability_control.
4) http://drghassan.net/resources/SecurityIssues.

Issues in Mobile Ad Hoc Networks For Vehicular Communication

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Issues in Mobile Ad hoc Networks for Vehicular Communication

Vehicular Communication Systems are an emerging type of networks in which

(Fig 1.1 Traffic Chaos in Cities)

TOCE, Dept of ECE. May 2011 Page 1

(Fig 1.2 Accidents can be Play Vital Roles)

TOCE, Dept of ECE. May 2011 Page 2

Vehicular communications is mainly motivated by the desire to implement Intelligent

Many universities are pursuing research and development of vehicular ad hoc

Car manufacturers and communication corporations are also investing in vehicular

TOCE, Dept of ECE. May 2011 Page 3

V2V (short for vehicle to vehicle) is an automobile technology designed to allow

2.3 Technical specifications

1609.2 -Security Services for Applications and Management Messages

TOCE, Dept of ECE. May 2011 Page 4

The current state of these standards is trial-use. A vehicular communication networks

As mentioned before DSRC provides several channels (seven 10 MHz channels in

TOCE, Dept of ECE. May 2011 Page 5

Vehicular communication networks will provide a wide range of applications with

Providing safety is the primary objective of vehicular communication networks. Vehicles

 Warnings on entering intersections.

 Warnings on departing the highways

 Sudden halts warnings

TOCE, Dept of ECE. May 2011 Page 6

 Lane change warnings

3.2 Traffic management

 Variable speed limits

 Adaptable traffic lights

 Automated traffic intersection control.

 Accommodating ambulances, fire trucks, and police cars.

3.3 Driver assistance systems

 Lane keeping assistance

 3.4 Policing and enforcement

 Police can use vehicular communications in several ways:

TOCE, Dept of ECE. May 2011 Page 7

 Speed limit warnings

3.4 Pricing and payments

Electronic payment results in convenient payments and avoiding congestions caused

3.5 Direction and route optimization

3.6 Travel-related information

In an unfamiliar town drivers may be assisted to find relevant information about

TOCE, Dept of ECE. May 2011 Page 8

3.7 General information services

As with many other communication networks, vehicular networks can be used to

3.8 Automated highways

TOCE, Dept of ECE. May 2011 Page 9

Automated highway is not yet realizable but nevertheless is an important application.

TOCE, Dept of ECE. May 2011 Page 10

TCHNOLOGIES USED FOR TRAFFIC SAFETY

4.1 Electronic stability control (ESC)

ESC is a computerized technology that improves safety of a vehicle's stability by

Local perception (require line-of-sight), utilization-related problems (rain and snow,

TOCE, Dept of ECE. May 2011 Page 11

4.3 Computer vision:

Thus to overcome the limitation of the technologies mentioned above “Vehicular

(Fig 4.1 Technologies used for Vehicular Communication)

TOCE, Dept of ECE. May 2011 Page 12

APPROACHES TO VEHICULAR COMMUNICATION

Considering the three major approaches to vehicular communication those can be

5.1 Communication using Dedicated Infrastructure:

There is one way of vehicular communication in which the dedicated network

(Fig 5.1 Dedicated infrastructure for communication)

5.2 Communication using Cellular System: