Auto theft prevention using gsm @1000KV Technologies 9030844877

International Journal of Engineering Trends and Technology- Volume2Issue3- 2011
ISSN: 2231-5381 http://www.internationaljournalssrg.org Page 60
A Study on Auto Theft Prevention Using GSM
K. Veeranna Reddy1
, Y. Tirumala Babu2
Assoc.Professor & Head, Dept.of ECE, Sri Sai Madhavi Institute of Science & Technology, Rajahmundry, A.P., India.
M.Tech (Embedded Systems), St.Mary's College of Engineering & Technology, Hyderabad, India.
ABSTRACT
This paper deals with the design & development of a
theft control system for an automobile, which is being
used to prevent / control the theft of a vehicle. The
developed system makes use of an embedded system
based on GSM technology. An interfacing mobile is
also connected to the microcontroller, which is in
turn, connected to the engine. Once, the vehicle is
being stolen, the information is being used by the
vehicle owner for further processing. The information
is passed onto the central processing insurance
system, where by sitting at a remote place, a
particular number is dialed by them to the interfacing
mobile that is with the hardware kit which is installed
in the vehicle. By reading the signals received by the
mobile, one can control the ignition of the engine;
say to lock it or to stop the engine immediately.
Again it will come to the normal condition only after
entering a secured password. The owner of the
vehicle & the central processing system will know
this secured password. The main concept in this
design is introducing the mobile communications into
the embedded system.
Keywords – GSM, Microcontroller, mobile, vehicle.
I. INTRODUCTION
More than 93 percent of car thefts occur in
metropolitan areas where motor vehicle theft remains
a pervasive problem. Western states, in particular,
experience high rates of motor vehicle theft, while
nationally a car or truck was stolen every 28.8
seconds in 2007. The FBI Uniform Crime Reports
released in September 2008 estimate 1.1 million
motor vehicle thefts in 2007, with an estimated value
of $7.4 billion. The most costly property crime in the
United States, auto theft results in monetary losses to
victims and affects auto insurance costs for the
driving public and public safety costs for state and
local governments. Casual car theft, such as those
committed by joyriding juveniles, still exists but has
become a lesser part of the auto theft problem.
Increasingly, car theft is a sophisticated criminal
enterprise that involves title fraud, vehicle
identification cloning, and stripping cars for parts in
“chop shops.” The domestic and international black
market for stolen vehicles and their parts is a
profitable business. Vehicle identification cloning
helps facilitate the crime of dealing in stolen vehicles.
A thief copies a Vehicle Identification Number from
a legally owned and documented vehicle and uses it
to create counterfeit VIN tags for a similar vehicle,
making it easier to sell the “cloned” vehicle without
detection. Thieves also create phantom or paper
vehicles by obtaining insurance on a car that does not
exist or that they do not own, reporting it as stolen
and collecting on the claim. Antique and luxury
vehicles often are used for these schemes because
they yield large insurance settlements. The parts from
popular older models often are collectively worth
more than the intact vehicle. Many of these stolen
cars end up in “chop shops,” where they are
disassembled for parts sold to unscrupulous or
unsuspecting repair shops or parts dealers. Some
stolen vehicles are sold on the export market. Older,
“classic” American cars are among those most valued
overseas. It is estimated that at least 10 percent of
automobile theft is a false report of a stolen car; that
is, the vehicle has been given up or disposed of to
pursue a fraudulent insurance claim. Some of these
cars are simply abandoned, and some may end up at
illegitimate chop shops and be fraudulently re-tagged
and resold. Insurers estimate that one in six stolen
cars in the United States is shipped overseas or driven
across state or international borders. Some vehicles
that are fraudulently reported as stolen instead may
have been traded for drugs. Stolen cars also are

sometimes used in drug trafficking, drive-by
shootings and armed robberies. These cars, often
abandoned after they serve their purpose, help the
perpetrator elude authorities, since he has no legal tie
to the car involved.
The Global System for Mobile
communications (GSM) is the most popular standard
for mobile phones in the world. Over billion people
use GSM service across the world. The usability of
the GSM standard makes international roaming very
common between mobile phone operators, enabling
subscribers to use their phones in many parts of the
world. GSM differs significantly from its
predecessors in that both signaling and speech
channels are digital, which means that it is considered
a second generation (2G) mobile phone system. This
fact has also meant that data communication was built
into the system from very early on [1]. The structure
of the GSM network is explained in the following
paragraphs. The network behind the GS complicated
in order to provide all of the services, which are
required & is divided into a number of sections, viz.,
 The base station sub-system (the base stations
and their controllers).
 The network and switching sub-system (the
part of the network most similar to a fixed
network): sometimes also called as the core
network.
 The GPRS core network (the optional part
which allows packet based internet
connection).

All of the elements in the system described above
combine to produce many GSM services such as
voice calls and SMS. One of the key features of GSM
is the Subscriber Identity Module (SIM), commonly
known as a SIM card. The SIM is a detachable smart
card containing the user’s subscription information
and phonebook. This allows the user to retain his
information after switching handsets. Alternatively,
the user can also change operators while retaining the
handset simply by changing the SIM [2].
II. METHODOLOGY
The study was based on data from the New South
Wales Roads and Traffic Authority’s Traffic
Accident Database System on vehicle crashes that
occurred between the 1999/2000 and 2006/2007
financial years. This data comprised all crashes that;
(1) were reported to the police, (2) occurred on a road
open to the public, (3) involved at least one moving
road vehicle, and (4) involved at least one person
being killed or injured or at least one motor vehicle
being towed away.
The data was matched with CARS data on motor
vehicle thefts in New South Wales based on the
following conditions:
 a match on registration plate, and
 a recorded crash date/time between the
earliest possible theft incident date/time
(minus 10 minutes to allow for differences in
time estimates) and theft recovery
date/time(plus 10 minutes), or
 a recorded crash date/time on or after the
earliest possible theft incident date/time
(minus 10 minutes) where the stolen vehicle
remained unrecovered.
The Roads and Traffic Authority also provides CARS
with data on all motorised vehicles currently
registered in the state biannually. This study was
based on the data at 31st December
2006. In addition, to be consistent with the Roads and
Traffic Authority’s terminology, the word controller
is used in this report and encompasses all road
vehicle users including drivers and riders.
III. LIMITATIONS
There are several limitations to be noted.
Approximately 2.2% of the motor vehicles in the
crash data did not have a valid registration plate to
allow a join with the CARS vehicle theft data. This
means that the number of stolen vehicles involved in
road crashes may be slightly under-represented in this
study. Manual checks of the crash data were also
carried out. Three crash incidents which resulted in a
join with the stolen data were removed from the
stolen vehicle group due to a match on an invalid
registration plate (e.g. registration plate ‘000’) or
because the stolen vehicle was reportedly recovered
following the first of two crashes.
Additionally, a high proportion of data on the age and
sex of individuals in crashes involving stolen vehicles
was missing due to individuals fleeing the scene of
the crash thus impossible to obtain the data. This also

impacts injury numbers in crashes involving stolen
vehicles. This makes some comparisons with crashes
not involving a stolen vehicle difficult.
IV. FINDINGS
4.1 Crashes involving stolen vehicle
Since the 1999/00 financial year, the number of road
crashes in New South Wales has fallen by
approximately 15.3% (53,331 crashes in 1999/00;
45,161 in 2006/07). The proportion of crashes
involving a stolen vehicle also shows a downward
trend over the period with the majority of the decline
occurring between 2000/01 and 2003/04, after which
the proportion remains relatively stable. In 1999/00,
approximately 2.0% of road crashes involved a stolen
vehicle with the proportion falling to 1.2% by
2006/07. Over the entire eight-year period, 1.7% of
crashes involved a stolen vehicle.
V. FUNDING AUTO THEFT REVENTION
AUTHORITIES
Dedicated, continuous funding of auto theft
prevention authorities contributes to their success.
Most states fund them with a small sum per vehicle
collected from insurance companies that issue
coverage in the state. The Washington Auto Theft
Prevention Authority receives its revenue from a $10
surcharge on traffic infraction fees.
In Maryland, legislation to establish the
Vehicle Theft Prevention Council also created a
Vehicle Theft Prevention Fund that consists, in part,
of approximately $2 million from penalties collected
for terminated or lapsed automobile insurance, and of
appropriated state funds. The fund is used for Council
expenses and has provided more than $20 million for
vehicle theft prevention programs consistent with a
statewide strategy. According to the 2007 annual
report of the Maryland Vehicle Theft Prevention
Council, effectiveness correlates to funding levels
over the 13 years it has operated. Overall, auto thefts
in Maryland in 2007 remained below the 1994 base
year. The most significant success occurred in and
around Baltimore, where the Baltimore Regional
Auto Theft Team, (RATT), a multi-jurisdictional task
force, has seen a 50 percent drop in motor vehicle
theft rates since 1995. The Michigan Auto Theft
Prevention Board requires all grantees to provide
matching funds for anti-theft efforts. Police
departments and other grant fund recipients must
provide 25 percent of total program costs.
Most state statutes require the governing board of the
auto theft prevention authority to ensure that grant
money is dedicated solely to auto theft prevention
activities. Washington’s statute provides that:
“Expenditures from the account may be used only for
activities relating to motor vehicle theft, including
education, prevention, law enforcement,
investigation, prosecution and confinement.”Vehicle
titling and branding lawsState laws address how car
titles and title branding are handled. A certificate of
title for a vehicle provides definitive proof of
ownership[4]. The title brand is the official state
record of information on the vehicle, including any
damage. Title brands— indicators, symbols or other
notations—are printed on the certificate of title to
indicate the history or condition of a vehicle. A title
brand will indicate significant damage to the vehicle
and brand it as “junk” or “salvage.” Ideally, a title
brand remains on record for the life of the vehicle.
Some states, such as Illinois, have only a few
branding designations, while Virginia has nearly 20.
Montana’s 15 title branding designations provide a
typical example (Table 1).
Definitions and brands differ significantly from state
to state. A salvage brand is required in Georgia, for
example, if restoration would require replacement of
two or more component parts. In Kentucky, a salvage
brand is required if the cost to repair exceeds 75
percent of the vehicle’s value. Vermont requires a
salvage brand on any vehicle that an insurer declares
a total loss. Varying thresholds exist for other brands
such as “junk” or “flood.” In Virginia, a vehicle
receives a flood brand if there is more than $1,000 in

water damage, while in Wyoming a vehicle receives a
flood brand if water reached over the door and into
the passenger or trunk compartment. Risk of flood is
greater in some states than others; at least half the
states do not have a motor vehicle title flood brand.
The variety of brands and descriptions of what
constitutes a brand creates opportunities for auto theft
and fraud. Differences in title branding laws make it
easier to sell stolen vehicles through title washing and
VIN cloning.
VI. PRINCIPLES OF SOUND AUTO THEFT
PREVENTION
The above interests and strategies represent principles
of sound auto theft prevention.
 Local, state and regional distinctions in the
amount and kind of auto theft are suitably
reflected in policy and practice. The role of
state legislatures is valuable in responding to
auto theft in the contexts in which it occurs.
Federal leadership should accommodate
tailored state approaches in line with NCSL
federalism policy.
 Categories and classifications of auto theft in
state criminal codes vary widely.
Policymakers can review auto theft criminal
provisions in the context of modern issues
and needs in their state. This is especially
true in states where active theft rings and
enterprises are suitably distinguished from
unauthorized use crimes that often involve
juveniles.
 Automobile title branding designations are
diverse across the states. Policymakers can
examine branding laws to determine if gaps
exist in brand definitions and if additional
brands – that perhaps are more consistent
with other states – are needed.
 Policymakers can consider how the National
Motor Vehicle Title Information System
might serve their state’s objectives in
reducing auto theft and title fraud. State
information technology upgrades to motor
vehicle titling systems can facilitate
participation, and Bureau of Justice
Assistance grants to states have helped with
some needed improvements.
 The education, prevention and information
sharing role of auto insurance companies is
valuable to state efforts to address auto theft.
Policymakers can use the research and
expertise of insurers on auto theft-related
issues. Consumers benefit from a ready
source on crime prevention practices and
from customer incentives to use car security
systems. The strong relationship of the
insurance industry to state auto theft
prevention authorities is important to their
success. States also can continue to use
insurance industry-developed systems to
address auto theft-related title and insurance
fraud.
 State auto theft prevention authorities have
demonstrated their usefulness. They create
statewide umbrellas that can focus resources
and expertise in jurisdictions in the state that
experience the highest incidence of auto
theft. Policymakers can consider whether an
auto theft prevention authority can help
address auto theft and determine what
funding mechanisms will provide for
effective implementation and operation of a
new or existing auto theft prevention
authority.
 Auto theft prevention authorities and other
state initiatives can contribute to funding and
training for specialized law enforcement
units, technologies, and related efforts to
combat auto theft and motor vehicle fraud.
VII. CONCLUSION
A novel method of designing a low-cost, compact
theft control system for a vehicle was designed &
demonstrated in this paper. This work is an ultimate
threat for vehicle thieves. Nowadays, the vehicles are
least secured when it is stolen by thieves. By this
work which is presented in this paper, it is very easy
to track the vehicle at a higher degree of accuracy,
since it is based on GSM Technology, which is very
developed now. So, it is very much easy to get back
the vehicle. The crux of the work is that the whole
process is done at the least possible cost and it is
almost accomodable to the practical implementation.
In future, there is no doubt that all of the vehicles will
be embedded with this unique kit.

REFERENCES
[1] Kenneth J. Ayala, “The 8051 Microcontroller
Architecture, programming &applications”, Penram
International, India, 2006.
[2] Douglas V Hall, “Microprocessor and Interfacing-
Programming & Hardware.
[3] National Insurance Crime Bureau
www.nicb.org/cps/rde/xchg/nicb/hs.xsl/index.htm.
[4] Livingston, D.H., Merritt, S., Callori, S., and Vanek, S.
(1998). Auto theft-related trauma. The Journal of Trauma,
Vol 45(4), p 780-783.
[5] Ziersch, E.N and Ransom, S. (2008). Road crashes
involving stolen vehicles in South Australia. Journal of the
Australasian College of Road Safety, Vol 19(2), p 38.
AUTHORS PROFILE
K. Veeranna Reddy working as Assoc.Professor & Head,
Dept. of ECE at Sri Sai Madhavi Institute of Science &
Technology, Mallampudi, Rajahmundry, A.P., India. His
research interest includes Microprocessor, Embedded
Systems, and Control Systems.
Y. Tirumala Babu pursuing his M.Tech (ECE) with
specialization in Embedded Systems at St. Mary’s College
of Engineering & Technology, Hyderabad, India. His
research interest includes Microprocessor, Embedded
Systems, and Control Systems.

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