Age of Information Aware UAV Deployment

for Intelligent Transportation Systems

the thesis submitted by

Vivek Baroliya, Manjeet Mina

(Enrollment no: 191020012031, 191020012016)

in partial fulfillment of the requirements for the award of

Bachelor of Technology

Department of Electrical Engineering

Institute of Infrastructure Technology Research and
Management, Ahmedabad, Gujarat-380026.

December 2022
 Self declaration
We declare that this written submission represents our ideas in our own words, and
where ideas or words of others have been included, we have adequately cited and ref-
erenced the original sources. We also declare that we have adhered to all principles of
academic honesty and integrity and have not misrepresented or fabricated or falsified any
idea/data/fact/source in my submission. We understand that any violation of the above
will be a cause for disciplinary action by the Institute and can also evoke penal action
from the sources that have thus not been properly cited, or from whom proper permission
has not been taken.

Place: Signature(s):

Date: Vivek Baroliya, Manjeet Mina

(191020012031, 191020012016)
 Approval sheet
The thesis entitled “Age of Information Aware UAV Deployment for Intel-
ligent Transportation Systems” submitted by Vivek Baroliya, Manjeet Mina is
the outcome of the work done during the academic period 2022-2023 under my supervi-
sion for the partial fulfilment of the reqirements for the award of degree of Bachelor of
Technology. The extent of similarity content found in this submission is acceptable for
me.

Place: Name of the supervisor:

Date: Signature:

The examination committee hereby approves that the thesis entitled “Age of In-
formation Aware UAV Deployment for Intelligent Transportation Systems”
submitted by Vivek Baroliya, Manjeet Mina can be considered for submission in the
department of Electrical Engineering at Institute of Infrastructure Technology Research
and Management, Ahmedabad.

Name of the supervisor: Dr. Ramnarayan Yadav

Affiliation: Dept. of Electrical and Computer Science Eng., IITRAM, Ahmedabad
Signature with date:

Name of the examiner-1: Dr. Manish Chaturvedi

Affiliation: Dept. of Electrical and Computer Science Eng., IITRAM, Ahmedabad
Signature with date:

Name of the examiner-2: Dr. Raghvendra Bhalerao

Affiliation: Dept. of Electrical and Computer Science Eng., IITRAM, Ahmedabad
Signature with date:
 Acknowledgements
It is a great pleasure for us to express our respect and deep sense of gratitude to
our supervisor Dr. Ramnarayan Yadav (Assistant Professor, Department of Electri-
cal and Computer Science Engineering, Institute of Infrastructure Technology Research
And Management, Ahmedabad) for his wisdom, vision, expertise, guidance, enthusiastic
involvement and persistent encouragement during the planning and development of this
project work. We also gratefully acknowledge his painstaking efforts in thoroughly going
through the problem and helping us to solve that without which this work could not have
been completed.
We wish to express our appreciation to our friends in department for their help and
motivation throughout our work. We would also like to express our deep and sincerely
thanks to our friends and all other persons whose names do not appear here, for helping
us either directly or indirectly in all even and odd times.
Finally, We are grateful to the Almighty and our parents for helping us in this endeavor.

iv
 Dedication

dedicated to our professor Respected Dr. Ramnarayan Yadav sir

v
 Abstract
In this paper, we are doing research in UAV-aided intelligent transportation systems to
enhance the usage of vehicular networks where the concept of age-of-information (AoI)
is adopted to measure the freshness of data packets of vehicles. Then, the performance
of UAV-aided intelligent transportation systems is analyzed in terms of the average AoI.
In addition, the deployment of multiple UAVs is optimized to minimize the average peak
AoI according to the traffic intensity of vehicles under seamless coverage, finite queue,
and coverage probability constraints. To this end, the deployment optimization problem
is formulated as a multi-constrained nonconvex optimization problem and solved by con-
sidering each soft constraint separately. Simulation results show that our proposed system
can provide timely data transmission.

vi
Contents

Declaration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii
Approval sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
Acknowledgements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv
Abstract . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vi

1 Introduction 1

2 Objectives 2
2.0.1 Analyse how UAV can be used as a data-collectors. . . . . . . . . . 2
2.0.2 Analyse a multi-layer architecture(SAGIN) proposed in a vehicle
caching system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.0.3 Calculate Average AOI and Peak AOI. . . . . . . . . . . . . . . . . 2
2.0.4 Determine the Freshness of Information means checking the impact
of UAVs’ and vehicles’ mobility on the AoI. . . . . . . . . . . . . . 3
2.0.5 Simulation results for the system that can provide timely data trans-
mission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

3 Intelligent Transportation System 4

3.1 What is Intelligent Transportation System? . . . . . . . . . . . . . . . . . 4
3.2 Why ITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.2.1 Challenges while Implementing ITS . . . . . . . . . . . . . . . . . . 4
3.3 Some Existing ITS Systems . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3.3.1 Traffic Management Center (TMC) . . . . . . . . . . . . . . . . . . 5
3.3.2 Traffic Signal Systems (TSS) . . . . . . . . . . . . . . . . . . . . . . 5
3.3.3 Closed Circuit Television (CCTV) . . . . . . . . . . . . . . . . . . . 5
3.3.4 Weigh In Motion (WIM) Systems . . . . . . . . . . . . . . . . . . . 5

4 UAV aided Intelligent Transportation System (ITS) 6

4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
4.2 Some Major Applications of UAVs in Smart Cities . . . . . . . . . . . . . 6
4.3 Some Major Challenges in UAV aided ITS . . . . . . . . . . . . . . . . . . 7
4.3.1 In response to traffic congestion. . . . . . . . . . . . . . . . . . . . . 7
4.3.2 Inherent Problem of controlling the drones . . . . . . . . . . . . . . 7
4.3.3 Shorter Flight time . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

vii
 4.3.4 Policy Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.4 Our Aim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.4.1 Steps Involving In Analyse Of AOI . . . . . . . . . . . . . . . . . . 8
4.4.2 AOI Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.4.3 Assumptions and constants Taken In Equations. . . . . . . . . . . . 8
4.4.4 Average AOI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.4.5 FCFS M/M/1 Single-IoT Transmission . . . . . . . . . . . . . . . 11
4.4.6 FCFS M/M/1 Multi-IoT Transmission . . . . . . . . . . . . . . . . 12
4.4.7 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.4.8 Futurework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.4.9 References of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Bibliography 14

Author publications 15

viii
List of Figures

2.1 Evolution Of AOI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4.1 Example usecase scenario for UAV-enabled ITS: UAVs can be used as flying
RSUs to capture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.2 The packet update system modeled as a multi-source M/D/1 queuing model. 9

ix
List of Tables

x
Chapter 1

Introduction

The concept of UAV aided intelligent transportation system could be traced

from googlemaps which provide time-delay information. High vehicle congestion
causes around 40at least one hour on the road every day. Traffic signal control
is an important and challenging real-world problem, which aims to minimize the
travel time of vehicles by coordinating their movements at road intersections.
Google Maps uses GPS to monitor the location of an object by “attaching” a
GPS tracking device to it. At its simplest level the tracking device is fitted with
a GPS receiver and some way to record its current location (latitude longitude
coordinates) at regular intervals.GPS data from individual phones is now used
by Google Maps to estimate movement and speed of traffic in real time.Google
Maps also uses posted speed limits and historical traffic patterns to estimate
ETA.Google Maps monitors traffic, and it has done so increasingly over time,
using a growing array of data points, both public and private In a multi-layer
UAV-aided intelligent transportation system, where the UAVs at higher altitude
were responsible for monitoring the whole road while the UAVs at lower altitude
were in charge of the hot spot areas. In the meanwhile, the deployment scheme
was proposed to optimize the UAV deployment to adapt the changes in traffic
density and enable the quality of service (QoS) requirements of data transmission

1
Chapter 2

Objectives

Depending on the nature of issues related ITS , we have classified some objectives.

2.0.1 Analyse how UAV can be used as a data-collectors.

• The sensors do not have connection with a base station or among them. Thus, a
UAV is deployed to collect the data from the sensors and then to transfer it to the
base station. The data collection takes place through wireless transmission when
the UAV is in proximity to the sensor.

• UAVs hover at certain optimized positions to provide low latency service for vehicles,
where the wireless links between vehicles-to-UAVs are established. Finally, UAVs
forward the received data packets to BSs.

2.0.2 Analyse a multi-layer architecture(SAGIN) proposed

in a vehicle caching system
• The space-air-ground integrated networks (SAGIN) can be carried out to provide
continuous network connectivity for moving vehicles

2.0.3 Calculate Average AOI and Peak AOI.

• Assume we assumed that the density of vehicles in a road segment is constant with
time and evenly distributed in space. .

• We use Poisson process with task arrival rate independently.

After all the calculations of AOI, we will try to minimize the peak AOI by
reducing the time elapsing. our core focus is to maintain the AOI at possible
minimum .

2
 Figure 2.1: Evolution Of AOI

2.0.4 Determine the Freshness of Information means check-

ing the impact of UAVs’ and vehicles’ mobility on
the AoI.
• Here, We will determine the density impact on AOI after the calculation of AOI (
average and peak)

2.0.5 Simulation results for the system that can provide

timely data transmission.
• Numerical results are provided to show the minimization of average peak AoI in the
UAV deployment, where the traffic intensity of vehicles, the threshold of coverage
probability, the size of packet,the beamwidth, and the radio of uplink and downlink
bandwidth are discussed, respectively

3
Chapter 3

Intelligent Transportation
System

3.1 What is Intelligent Transportation System?

Intelligent Transport Systems (abbreviated to I.T.S. and written ITS) refers to
the use of information and communication technologies in transport. The de-
velopment of ITS is still evolving. Intelligent Transport Systems (ITS) are the
control and information systems that use integrated communications and data
processing technologies for the purposes of:

• Improving the mobility of people and goods.

• Increasing safety, reducing traffic congestion and managing incidents effectively.

• Meeting transport policy goals and objectives – such as demand management or

public transport priority measures.

3.2 Why ITS

According to a report of USA 2018, more than 55 percent of world’s population
lives in urban areas and it is expected to increase approx 68 percent by 2050.
So we can easily see that dependency is tremendously increase. So as the name
suggests , an intelligent way for transport authorities to collect, analyse and
present data to users of a transport network on the current status of the network
so they may plan their journey based on real-time data available.

3.2.1 Challenges while Implementing ITS

• Data Analysis : Due to lack of coordination of stake holders of different agencies.

4
 • Adopting of ITS : Many developming countries are unable to access this type of
technology due to lack in advancement of technology, lack of transportaion system
, lack of proper road facilities etc.

• Budget Constraints: Roads should be reconstruct with full ITS system and the
architecture of those expressways are depends on flow and connectivity of network.

• Lack of Real-Time access: Even we have ITS , but there is lack of real time access
for vehicles so that congestion of traffic occur.

3.3 Some Existing ITS Systems

3.3.1 Traffic Management Center (TMC)
• All ITS operations will be managed from the TMC located at the National Com-
mand Center. The local control center of each ITS scheme will be operational to
serve the intended ITS infrastructure and systems in the intended area until all
systems are integrated into the TMC.

3.3.2 Traffic Signal Systems (TSS)

• The state of Qatar is leaning towards replacing roundabouts with traffic signals.
Part of the ITS systems in the traffic signals is known as Adaptive Urban Traffic
Control Systems.

3.3.3 Closed Circuit Television (CCTV)

• Closed-Circuit Television (CCTV) cameras Number of CCTV cameras are deployed
at crossroads and most notably, on main expressways . current purpose of the
deployment of the CCTV Cameras is surveillance of the road network and keep
updating the status of network of road and road safety.

3.3.4 Weigh In Motion (WIM) Systems

• Basially WIM is used to detect overweight vehicles whic are running on roads so
that road safety would maintain.

5
Chapter 4

UAV aided Intelligent

Transportation System (ITS)

4.1 Introduction
Intelligent transport systems (ITSs) are considered to be one of the major build-
ing blocks of any smart city . Indeed, road infrastructures have been benefiting
from information and communication technologies (ICT) for decades. Despite
the advanced level of the presently deployed ITS solutions, the technology is
continuously evolving. Next generation ITS technologies, such as connected and
autonomous vehicles, are finishing their last phase toward large-scale worldwide
deployment. Testing of both technologies on public roads has already started in
many countries around the world, and serious efforts are ongoing to regulate and
mandate such near-future technologies. As the autonomous and inter-connected
vehicle penetration in traffic increases, many new services and applications will
be enabled.

4.2 Some Major Applications of UAVs in Smart

Cities
• Positioning and path optimization problems

• Machine learning and AI for UAVs

• Blockchain for UAVs

• UAV-based IoT applications and services

• Information and communication reliability in UAVs

• Mission planning and dynamic real-time re-tasking of UAV swarms.

6
Figure 4.1: Example usecase scenario for UAV-enabled ITS: UAVs can be used as flying
RSUs to capture

4.3 Some Major Challenges in UAV aided ITS

4.3.1 In response to traffic congestion.
• Most of the time we have to face traffic congestion even in the presence of ITS due
to lack of real time information accessto vehicles.

4.3.2 Inherent Problem of controlling the drones

• Inherent problem of controlling UAVs in harsh weather conditions remains a chal-
lenge, although a lot of effort has been directed towards the advancements of robust
UAV controllers in these situations.

4.3.3 Shorter Flight time

• Many researchers studied that between shorter flight time and UAVs’ operating
and maintenance costs to overcome the previous issue and make UAV delivery more
practical.

4.3.4 Policy Issues

• UAV regulations challenges and threats to privacy and security as one of the most
critical barriers to realizing the UAVs for logistics purposes.

4.4 Our Aim

As we have already mentioned some challenges in UAV aided ITS . So in this
project we are going to analyse performance of UAV which are involving in ITS
in terms of their real time access which are provide to vehicles and alongwith this

7
we will also analyse Age Of Information (AOI) which will helping us to access
real time information which is collected from UAVs to base stations.

4.4.1 Steps Involving In Analyse Of AOI

• Analyse how UAV aided ITS works.

• Mathematical Equations of average AOI.

• Mathematical Equations of Peak AOI.

• Simulating results of Calculated Equations of AOI for checking freshness of data or

information.

4.4.2 AOI Model

The overall process of data packets generated at vehicles and processed at BSs
can be simplified into three steps:

• Step 1: Vehicles transmit the generated data packets to UAVs.

• Step 2: The received data packets at UAVs are listed in the queue for transmission
and suppose that the buffer of UAVs is sufficient large.

• Step 3: : UAVs transmit the data packets to BSs for further computation. Note
that the computational time at BSs can be ignored as BSs have sufficiently high
computing capability. ‘

4.4.3 Assumptions and constants Taken In Equations.

• Density of vehicles in a road segment is constant in time and evenly distributed in
space.

• Considering the process of data transmission between vehicles and UAVs, the packet
arrival of each vehicle at UAV is a Poisson process withparameter Pc λ.

8
Figure 4.2: The packet update system modeled as a multi-source M/D/1 queuing
model.

• The size of data packets is assumed to be same and denoted by D.

• Evenly distributed BSs are far away from this road segment, the distance difference
between UAVs and BSs can be ignored.

• The Transmission time between UAVs and BSs are obeys the settled distribution
and the receives data packets serves the information under firse come first serve
(FCFS) system, which results M/D/1 queue model.

Here, Queuing process occurs at the UAV, we choose the UAV as the research
object, where the AoI of the i-th UAV at time t is defined as:

δ i(t) = t-ui(t) (4.1)

ui(t) is the time when the most recently received packet at the BS was generated
at the vehicle.
Assume that the data packet k generates at time tj and finishes the service and
is received by the BS at time tj ′ .
Let Tj denote the system time of packet k, defined as

Tj = t′j − tj (4.2)

Now we denote Xj denote the update time between the generation of packets j
1 and j, defined as
Xj = tj − tj−1 (4.3)

9
AoI of the i-th UAV at time t is defined as

δi(t) − ui(t) (4.4)

where ui(t) is the time when the most recently received packet at the BS was
generated at the vehicle.

4.4.4 Average AOI

The age of system can be obtained if the average AOI is analyzed, where the
smaller average AOI of the system corresponds to the fresher information at the
destination.
From the Fig2.1 We can easily define Average AOI as
Z Tn
1
< δi >= δi t(dt) (4.5)
T 0

Tn isthewhereT nisthetimeintervalof observation.

After formulate Average AOI and Now we will calculate AOI it means δi
Now if we see fig 2.1 ,very right part tk−1 − t′ k,

n+1
1 X
< δi >T n = δi (t)dt (4.6)
Tn j=1
PNi (Tn ) Yn2
Q1 + j=2 Qj + 2
< δi >T n = (4.7)
Tn
Then, the trapezoids Qj 2≤ j ≤ ncanbecalculatedby

1 1 1
Qj = (Yj + Xj )2 − (Yj )2 = Xj2 + Yj Xj .
2 2 2
(4.8)

Now if we reconstruct equation 4.5 then it will be as

PNi (Tn )  2 
Q̃ Ni (Tn ) − 1 j=2 X j /2 + Yj X j
⟨∆i ⟩Tn = + (4.9)
Tn Tn Ni (Tn ) − 1

where Q̃ = Q1 + Yn2 /2. The generation of packets can be represented as the

arrivals of a stochastic process. As Tn becomes large, Ni (TTnn)−1 → E[X]
1
, and TQ̃n
can be ignored. From this, we have

10
  
Ni (Tn )
Ni (Tn ) − 1  1 X E[Q]
⟨∆i ⟩Tn = lim Qj  = . (4.10)
Tn →∞ Tn Ni (Tn ) − 1 j=2
E[X]

Here Xj and Yj are independent, we have.

1  
E[Q] = E X 2 + E[Y X]. (4.11)
2
Finally, δi can be given by
 
1 1  2
∆i = · E X + E[Y X] . (4.12)
E[X] 2

4.4.5 FCFS M/M/1 Single-IoT Transmission

In UAV-aided IoT networks, packets are generated by IoT devices and submitted
to the UAV as a Poisson process with rate λ, the data packet interarrival times Xj
are independent and identically distributed exponential random variables with
E[X] = 1/λ.
The service times are independent and identically distributed exponential ran-
dom variables with the average service time

c
t̄ = (4.13)
f
Where f denotes the average computation frequency of the UAV and c denotes
the required number of CPU cycles to compute the data packets. Thus, the
server utilization is defined as

λi c
ρi = . (4.14)
f
In order to calculate the average age δi , we derive the E[X2 ] = 2/λ2f orexponentialrandomvariablesX.N
we derive the begingroup beginequation E[X2] = 2/λ2 endequat
for exponential random variables X . Next, we derive an expression for E[Y X],
where Y j can be given by Y j = W j + Sj Here, Wj and Sj represent the
waiting time and service time of packet j, and the waiting time of packet j can
be calculated as Wj = (Yj−1 − Xj )+ The system time Y j − 1 is depended on
the arrival times and service times of packets (j − 1, · · · , 1), but it is independent
of the j-th inter-arrival time Xj. Moreover, the system times Y are stochastically
identical when function of X with the conditional expected waiting time W in
[16]. The expectation of W X can be given as follows:

λc3
E[W X] = ¯3 ¯2
f − f λc

11
that the service time Sj is independent of Xj, where E[S] = t− and E[X] = 1/λ.
Therefore, E[Y X] can be given by E[Y X] = E[(W + S)X] Therefore, the
average Aol ∆ for single IOT device can be obtained as can be obtained as

c 1 λ2 c3
∆ = ¯ + + ¯3 ¯2 .
f λ f − f λc

4.4.6 FCFS M/M/1 Multi-IoT Transmission

In the real data collection and computation scenario, growing size of the IoT
network, the single-IoT device’ transmission AoI analysis can no longer cover
the circumstance of multiple IoT devices’ transmissions as the number of IoT
devices increases exponentially.
Here we will see the FCFS M/M/1 system with independent IoT devices i = 1,
···,i
IoT device i produces packets as a Poisson process with arrival rate i . So
the multi IoT devices’ transmissions is equivalent to an aggregation of multiple
Poisson streams with the arrival rate.
I
X
ζ= λi (4.15)
i−1

the server utilization of IoT device i is given by

λi
ρi = (4.16)
f

From Equation(4.12), we can write

 
1  2
∆i = λi E X + E[Y X]
2
c 1
= + + λi E[W X],
f λi
(4.17)

From Equation (4.13)

λi f¯2 c3 − ζλi λ−i c5 c2 λ−i

E[W X] =
3 + ¯ ¯

f¯(f¯ − cζ) f¯ − cλ−i λi f f − cλ−i

12
So, the Aol of IoT devices with different arrival rate

λ1, · · · , λ of the M/M/1FCFS queue is

λ2i f¯2 c3 − ζλ2i λ−i c5 c 1

∆i =
3 + +
f¯(f¯ − cζ) f¯ − cλ−i f − cλ−i λi

(4.18)

4.4.7 Conclusion
UAV-aided IoT systems have been proposed, where UAVs were deployed as an
efficient means for data collection and served as MEC servers to enhance the
computation capability of IoT devices.Firstly, We analyse the AOI Model then
we take some necessary preassumptions to make equation easy. Then we derive
some basic Equations for ith UAVs . Now , we denote packet generation equation
and calculate AoI of the ith at time t. Now we Analyse Average AOI . For
Average AOI we derive AoI. Finally, We analyse M/M/1 Model for single and
multiple IOT Transmission in terms of FCFS.

4.4.8 Futurework
• Analyse Peak AoI.

• Try to find way to minimization of Peak AoI with the help of previous Marhematical
Equations.

• We will also try to apply these equations in other domain to check freshness of
Information.

4.4.9 References of Figures

• Figure 2.1 [1]

• Figure 4.1 [4]

• Figure 4.2 [1]

13
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14
 Author’s Publications
Journal publications:

1.

Patent details:

1.

Book publications:

1.

Book chapters:

1.

Conference proceedings:

1.

15