Routing protocols in Vanet

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Performance Evaluation of Reactive and
proactive Routing protocols in VANET
A Dissertation Report Submitted in the Partial Fulfilment of
The Award of the Degree of
MASTER OF TECHNOLOGY
IN
COMPUTER SCIENCE AND ENGINEERING
Under Guidance of: Submitted By:
Name of Internal Guide Name of Students
(Designation) Roll No
LOGO
DEPARTMENT OF COMPUTER SCIENCE

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DECLARATION………………………………………………………………. i
ACKNOWLEDGEMENTS................................................................................. ii
CERTIFICATE ……………………………………………………................... iii
ABSTRACT…………………………………………………………………….. iv
LIST OF FIGURES……………………………………………….................... viii
LIST OF TABLES……………………………………………………………... xi
LIST OF ABBREVIATIONS…………………………………………………. xii
CHAPTER 1 INTRODUCTION
1.1. Introduction…………………………………………………………....
1.2. Description of Broad Area……………………………………………
1.2.1. VANET Overview………………………………………………
1.2.2. VANET Architecture…………………………………………..
1.2.3. Types of VANET Architecture..............................................
1.2.4. VANET Standards, Regulations and Layered Architecture........
1.2.5. Some other wireless technologies in VANET...........................
1.3. Application of VANETs……………………………………….
1.3.1. Safety oriented applications of VANET…………………………
1.3.2. Convenience oriented applications of VANET..........................
1.3.3. Commercial oriented application.............................................
1.4. Security Challenge of VANET..........................................................
1.5. Attacks on VANET..........................................................................
1.6. Mobility Models..............................................................................
1.7. VANET Routing Protocols………………………………...................
1.7.1. Proactive Routing Protocols……………………………………
1.7.2. Reactive Routing Protocols……………………………………
1.8. Motivation……………………………………………………………..
1.9. Problem Statement………………………………………………........
1.10. Aims and Objectives……………………………………………
1.11. Methodology……………………………………………………
1.12. Layout of the Dissertation……………………………………
1.13. Conclusion………………………………………………………
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CHAPTER 2 LITERATURE REVIEW....................................................
2.1 Introduction…………………………………………………………………
2.2 VANET Routing Protocols…………………………………………………
2.3 Reactive Routing Protocols…………………………………………………
2.3.1 Ad hoc On Demand Distance Vector Routing……………………….
2.3.2 Dynamic Source Routing……………………………………..............
2.4 Proactive Routing Protocols………………………………………………..
2.4.1 Destination Sequence Distance Vector Routing Protocols…...............
2.5 Simulation Tools…………………………………………………………….
2.5.1Mobility Generators…………………………………………………..
2.5.2 VANET Simulators…………………………………………………..
2.5.3 Network Simulators………………………………………………….
2.6 Classification of VANET Applications………………………………….....
2.7 Safety Applications in VANET...............................................................
2.8 State of The Art....................................................................................
2.7 Conclusion…………………………………………………………………..
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Chapter 1
INTRODUCTION
In this chapter a brief introduction to basic concepts behind the emerging area of
Vehicular Ad hoc Networks (VANET) has been described. This chapter also describes
its architecture, domains and standards, at the same time this chapter describes an
overview of its applications, routing protocols and security challenges.
1.1 Introduction:
The increasing demand of wireless communication and wireless devices have tends to
research on self organizing, self healing networks without the interference of any
centralized or pre-established infrastructure/authority [2]. The networks with the
absence of any centralized or pre-established infrastructure are known as Ad hoc
networks [4]. Ad hoc Networks are the category of wireless networks that uses multi
hop radio relay.
Figure 1.1: Working structure of VANET

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Vehicular Ad hoc Networks (VANET) is the subclass of Mobile Ad Hoc Networks
(MANETs) [4]. It is the most advanced technology that provides Intelligent
Transportation System (ITS) in wireless communication among vehicles to vehicles
and road side equipment (RSUs) to vehicles according to IEEE 802.11p standard [2].
VANET provides broad range of safety and non safety applications. Safety
application provides safety to the passengers such as lane change warning, collision
detection etc. It also provides comfort and commercial applications to the road users
such as electronic toll collection, audio/video exchanging, electronic payments, route
guidance, weather information, mobile E-commerce, internet access etc. Figure 1.1[1]
shows the overall working structure of Vehicular Ad hoc Network (VANET).
1.2 VANET Overview:
Vehicular Ad hoc Networks (VANETs) is a subclass of Mobile Ad Hoc Networks
(MANETs) that has emerged because of recent growth in wireless technology and
sensors networks [2, 4]. Vehicular Ad hoc Networks (VANETs) are one of ad-hoc
network‟s real applications where communication among vehicles and nearby fixed
equipment is possible. It reduces both traffic congestion and vehicles crashes which
are serious issues throughout the world.
1.2.1 VANET Architecture:
Vehicular Ad hoc Network (VANET) system architecture [5] consists of three
different types of domains such as in-vehicle, ad hoc, and infrastructure domains and
many individual components such as application unit, on-board unit, and road-side
unit. The figure 1.2[14] shows the all components and domains of VANET.

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Figure 1.3: VANET System Architecture.
In-Vehicle Domain: This domain consists of one or more applications units (AUs)
and a single On-Board Unit (OBU) that resides inside a vehicle [19]. Applications
Units (AUs) is an in- vehicle entity, multiple AUs can be plugged in with a single
OBU and share the OBU processing and wireless resources. An On-Board Unit
(OBU) is used for providing the vehicle-to-infrastructure (V2I) and vehicle-to-vehicle
(V2V) communication. An OBU is equipped with a single network device based on
IEEE 802.11p radio technology; basically network device is used for sending,
receiving and forwarding the safety and non safety messages in the ad hoc domain .

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Ad hoc Domain: This VANET domain composed of vehicles or nodes that equipped
with On-Board Unit (OBUs) and road-side units (RSUs), that forming the VANET
[19]. A road side unit is a physical device located at fixed positions like hospitals,
shopping complexes, colleges, road highways etc. An RSU is equipped with at least a
network device based on IEEE 802.11p standard [30]. The main function of RSU is to
provide the internet connectivity to the OBUs. On-Board Units (OBUs) form a mobile
ad hoc network that allows communications among vehicles without the need for a
centralised coordination instance. Two vehicles directly communicate via On-Board
Units (OBUs) if wireless connectivity exists among them; else multi-hop
communications are used to forward data [30].
Infrastructure Domain: The infrastructure domain consists of Road-Side Units
(RSUs) and wireless Hot-Spots (HS) that the vehicles access for safety and comfort
based applications [18, 29]. These two types of infrastructure access, road-side units
(RSU) and Hot-Spots (HS).In case that neither road-side units (RSUs) nor Hot-Spots
(HT) provide internet access, OBUs can also utilise communication abilities of
several radio networks or technologies such as GPRS, GSM, WiMax, if they are
integrated in the On-Board Unit (OBU), in particular for non-safety applications.
Application Units (AUs): An Applications Units (AUs) is an in-vehicle entity,
multiple AUs can be plugged in with a single OBU and share the OBU processing and
wireless resources [29]. Examples of Application Units (AUs) are I) safety
applications devices like hazard-warning, or ii) a navigation system with
communication capabilities. Multiple Application Units can be plugged in with a
single On-Board Unit (OBU) simultaneously and share the On-Board Units (OBUs)
processing and wireless resources. An Application Unit (AU) communicates solely
via the On-Board Unit (OBU), which handles all mobility and networking functions
on the Application Unit (AU) behalf. The distinction between an Application Unit
(AU) and an On-Board Unit (OBU) is only logical and an Application Unit (AU) can
be physically co-located with an OBU [29].
On-Board Units (OBUs): The On-Board Unit (OBU) used for vehicle to vehicle
(V2V) communications and vehicle to infrastructure or road side unit (V2I)

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communications [29]. It also provides communication services to the application units
and also forwards data on behalf of other On-Board Units (OBUs) in the ad hoc
domain. An On-Board Unit (OBU) is equipped with at least a single network device f
IEEE 802.11p standard. This network device is responsible for sending, receiving and
forwarding safety and non safety messages in the ad-hoc domain. The main functions
and procedures of On-Board Unit (OBU) includes wireless radio access, geographical
ad hoc routing, network congestion control, reliable message transfer, data security,
IP mobility support, and others.
Road-Side Units (RSUs): A Road-Side Unit (RSU) is a physical device situated at
fixed positions along roads and highways, or at dedicated locations such as colleges,
petrol pumps, parking places, hospitals, shopping complexes, restaurants etc [19, 29].
A Road-Side Unit (RSU) is equipped with at least a network device based on IEEE
802.11p. The main function of RSU is to provide the internet connectivity to the
OBUs. An overview of the main functions performed by RSU is given below.
i. Extending the communication range of an ad hoc network by means of re-
distribution of information to other OBUs and cooperating with other RSUs in
forwarding or in distributing safety information (Figure 1.4).
ii. Running safety applications, such as for vehicle-to-infrastructure warning (e.g.
low bridge warning, work-zone warning), and act as information source
(Figure 1.5).
iii. Providing internet connectivity to all OBUs for accessing safety and non
safety applications (Figure 1.6).
Figure 1.4: RSU extends communication range

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Figure 1.5: RSU acts as information source
Figure 1.6: RSU providing internet access
2. Motivation
Traffic safety is a major challenge recognised by the major players in the automotive
industry and by many governments. Traffic delays continue to increase, wasting many
hours for peak time travellers. Apart from traffic safety and efficiency, features like
internet access, entertainment, payment services and information updates into can be
integrated into vehicles to improve passenger comfort. Normally a driver, has
incomplete information about road conditions, speed and location of vehicles around
them, and is forced to make decisions like breaking and lane changing without the
benefit of whole data. Real time communication between vehicles or between vehicles
and road-side infrastructure can improve traffic safety and efficiency [7]. For

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example, if a vehicle needs to slow down due to an accident ahead, it will broadcast
warning messages to neighbouring vehicles. The vehicles behind it will thus be
warned before they actually see the accident, helping the drivers react faster. In
another scenario, if vehicles can transmit traffic congestion information to other
vehicles in its transmission range, it can help other vehicles receiving the information
to chose alternate routes and avoid traffic congestion.
Vehicular Ad hoc Networks (VANETs), an extension of mobile ad hoc networks
(MANET) [8], were developed with a view to enable real-time communication
between mobile nodes (either vehicles or road side infrastructure) over wireless links,
primarily with a view to enable traffic safety and efficiency. The communication
between two or more nodes in a Vehicular Ad hoc Networks (VANET) faces many
unique challenges [8]. This is especially true for safety-critical applications like
collision avoidance, pre-crash sensing, lane change etc. Factors like high vehicle
speeds, low signal latencies, varying topology, total message size, traffic density etc.
induce challenges that makes conventional wireless technologies and protocols
unsuitable for Vehicular Ad hoc Networks (VANETs).Apart from the performance
challenges, there are many security issues unique to VANET like authenticating
message sender, verifying validity of message data (like vehicle position), providing
node privacy with non-repudiation, certificate revocation, availability etc. All these
performance and security requirements contribute to make VANET safety
applications challenging unlike other wireless applications.
3. Problem Statement:
There are many comparative studies and surveys that compare various ad hoc routing
in VANET environment. The simulations performed in these comparative studies are
very basic do not incorporate with the large number of nodes in real Vehicular Ad hoc
Network environment. The main aim of our dissertation work is to firstly investigate
the reactive and proactive routeing protocols than examine the performance of
selected reactive routing protocols i.e. Destination Sequence Distance Vector Routing
(DSDV), Ad hoc On Demand Distance Vector (AODV), Optimized Link State
Routing (OLSR) and Dynamic Source Routing (DSR)by taking three performance
metrics like network load, throughput and end-to-end delay with varying number of
mobile nodes or vehicle node density (100, 150, 200, 250, 300 and 350) i.e. low

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vehicle-node density (100 and 150 mobile nodes) medium vehicle-node density (200
and 250) mobile nodes) and high vehicle-node density (300 and 350 mobile nodes)
with constant mobility 10m/s.hen the selected routing protocols (OLSR, DSR) have
been simulating via a simulation tool i.e. OPNET Modeler v14.5 and compared in
terms of network load, throughput and packet end to end delay.
4. Aims and objectives:
The main aim of this dissertation is to evaluate the performance of Four routing
protocols i.e. Destination Sequence Distance Vector Routing (DSDV), Ad hoc On
Demand Distance Vector (AODV), Optimized Link State Routing (OLSR) and
Dynamic Source Routing (DSR) with varying number of mobile nodes or vehicle
node densities (100, 150, 200, 250, 300 and 350) i.e. low vehicle-node density (100
and 150 mobile nodes) medium vehicle-node density (200 and 250) mobile nodes)
and high vehicle-node density (300 and 350 mobile nodes) with constant mobility
10m/s. After getting simulation results a detail comparative study of AODV, DSDV,
OLSR and DSR for Vehicular Ad hoc Network (VANET) have been performing. The
comparative study based on different performance metrics i.e. throughput, packet end
to end delay and network load. To achieve this aim we have set the following
objectives:
 To conduct a detailed literature survey to review the current state of art of
routing protocols used in Vehicular Ad hoc Networks.
 To explore different classification of routing protocols in Vehicular Ad hoc
Networks. Furthermore also identify the major performance issues in such
networks.
 To evaluate the performance of selected routing protocols with varying
number of mobile nodes
 Perform a detail comparative analysis of selected routing protocols by taking
three performance metrics.
5. Methodology:
In this dissertation, following steps are carried out to achieve the objectives of this
thesis work.

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5.1 Literature Review: In these steps a detailed literature review of any published
work that relevant to the dissertation area is carried out.
5.2 Understanding Background Information: In this step a detail study of the area
of dissertation is carried out for better understanding of the subject of dissertation. It
is simple to start with Mobile Ad hoc Network (MANET) which are the base of
Vehicular Ad hoc Network.
5.3 Functionality of Routing Protocols: In this step a detail study of various ad hoc
routing protocols: reactive routing protocols (OLSR, DSR) and proactive routing
protocols (DSDV, OLSR) is carried out for understanding the functionality of routing
protocols.
5.4 Simulation Tool: In this step a detail study of various network simulators,
mobility generators and VANET simulators is carried out. And select a simulation
tool for our dissertation work.
5.5 Simulation: In this dissertation work we employed OPNET Modeler v14.5 for
performance evaluation of AODV, DSDV, OLSR and DSR routing protocols. The
performance comparison of selected routing protocols (AODV, DSDV, OLSR and
DSR) will be done by consideration of with varying number of mobile nodes or
vehicle node densities taking with varying mobility. Then results are compared in the
terms of performance metrics i.e. throughput, packet delay and network load.
5.6 Analysis of Results: In this step result obtained for the selected routing protocols
(AODV, DSDV, OLSR and DSR) by using considered performance metrics and
scenarios is carried out. After analysis of results a detailed comparative study of
selected routing protocols is performed.

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Chapter 2
LITERATURE REVIEW
In this chapter a detail literature review on Vehicular Ad- Hoc Networks (VANETs)
has been carried out. This chapter also describes a detail overview of VANET routing
protocols, at the same time this chapter also describes several VANET simulators,
network simulators and mobility generators that used in simulation for Vehicular Ad
hoc Networks.
2.1 Introduction:
There are several routing protocols designed for Vehicular Ad hoc Networks
classified either as proactive or reactive that have been describes in next section.
There are some ad hoc routing protocols which are combination of both proactive and

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reactive routing characteristics. These protocols are known as hybrid routing
protocols. This chapter is organized as follows: Section 2.2 introduces the various
routing protocols for Vehicular Ad hoc Networks. Section 2.3 describes the various
VANET reactive routing protocols: AODV and DSR. Section 2.4 presents the
VANET proactive routing protocols: DSDV and OLSR. The various mobility
generators, network simulators and VANET simulators are describes in Section 2.5.
Section 2.6 presents the current state of the art. Section 2.7 describes a detail
overview of several VANET applications. And examples of various VANET
applications are explained in Section 2.8. Finally, Section 2.9 concludes this chapter.
2.2 VANET Routing Protocols:
Routing is a mechanism to establish and to select a specific path in order to send data
from source to destination [14, 16]. There are various routing algorithm designed for
ad-hoc networks. Classification of various VANET routing protocols can be divided
in two broad categories: proactive and reactive routing protocols that shown in figure
2.1. In the next section describes a detail overview of various reactive routing
protocols (AODV, DSR).
Figure 2.1: VANET Routing Protocols
2.3 Reactive/On Demand Routing Protocols:
Reactive routing protocols were designed to reduce the overheads by maintaining
information for active routes at each node [8]. This means that each node determined
and maintained routes only when it requires sending data to a particular destination. It

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using two main mechanisms for route establishment: Route discovery and Route
maintenance [17, 25]. Route discovery mechanism uses two messages: Route Request
(RREQ) and Route Reply (RREP).
Figure 2.2: Route Request Propagation in Reactive Routing Protocols
The basic approach is when a node needs to send a message to a particular
destination, it broadcasts the RREQ message in the network that shown in figure 2.2
When RREQ message found a destination node then destination node send a RREP
message to source node that shown in figure 2.3.
Figure 2.3: Route Reply Propagation in Reactive Routing Protocols

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2.3.1 Ad hoc On Demand Distance Vector (AODV): Ad hoc On Demand Distance
Vector (AODV) is a pure reactive routing protocol which is capable of both
unicasting and multicasting. In Ad hoc On Demand Distance Vector (AODV), like all
reactive protocols, it works on demand basis when it is required by the nodes within
the network [8, 14]. When source node has to send some data to destination node then
initially it propagates Route Request (RREQ) message which is forwarded by
intermediate nodes until destination is reached. A route reply message is unicasted
back to the source node if the receiver is either the node using the requested address,
or it has a valid route to the requested address that is shown is figure 2.4.
(a) (b)
Figure 2.4: AODV Route Discovery Process. (a) Propagation of the RREQ. (b)
Path of the RREP to the source.
Working of Ad Hoc On Demand Distance Vector Routing (AODV): In this type of
routing [14, 16] allows the communication between two nodes via intermediated
nodes, if those two nodes are not within the range of each other. To establish a route
between source to the destination, AODV using route discovery phase, along which
Route Request message (RREQ) messages are broadcasted to all its neighbouring
nodes. This phase makes sure that these routes do not forms any loops and find only
the shortest possible route to the destination node. It also uses destination sequence
number for each route entry, which ensures the loop free route, this is the one of the
main benefit of AODV routing protocol. For example if two different sources send
two different requests to a same destination node, then a requesting node selects the

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one with greatest sequence number. In the route discovery phase several control
messages are defined in AODV that are defined as follows.
a) RREQ (Route Request): When any node wants to communicate with other
node then it broadcast route request message (RREQ) to its neighbouring
nodes [14, 16]. This message is forwarded by all intermediate nodes until
destination is reached. The route request messages (RREQ) contains the some
information such as RREQ id or broadcast id, source and destination IP
address, source and destination sequence number and a counter that shown in
figure 2.5.
Figure 2.5: AODV Route Request Message Format
b) RREP (Route Reply): When any intermediate nodes received Route Request
(RREQ) message then it unicast the route reply message (RREP) to source
node either it is valid destination or it has path to destination and reverse path
is constructed between source and destination [14, 16]. Each route reply
message (RREP) packet consist of some information such as hop count,
destination sequence number, source and destination IP address that shown in
figure 2.6.

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Figure 2.6: AODV Route Reply Message Format
c) RERR (Route Error): Whenever there is any link failure arises in the routing
process then route error message (RERR) is used for link failure notifications.
The route error message (RERR) consist of some information such as
Unreachable Destination node IP Address, Unreachable Destination node
Sequence Number that shown in figure 2.7.
Figure 2.7: AODV Route Error Message Format
Routing in AODV: There are various mechanisms which are followed in AODV
routing approach:
a) AODV Route Discovery phase: To establish a route between source node to
the destination node, AODV using route discovery phase, along which the
Route Request message (RREQ) messages are broadcasted to all its
neighbouring nodes [14]. This phase makes sure that these routes do not forms

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any loops and find only the shortest possible path to the destination node. It
also uses destination sequence number for each route entry that ensures the
loop free route, this is the one of the main benefit of AODV routing protocol.
For example if two different sources sends two different request to a same
destination node, then a destination node selects only that node having largest
sequence number. In the route discovery phase several control messages are
defined in AODV protocol.
b) AODV Route Table Management: In AODV, Routing table management is
required to avoid those entities of nodes that do not exist or having invalid
route from source to destination. The need for routing table management is
important to make communication loop free. It consists of following
characteristics to maintain the route table for each node.
• Destination IP address
• Total number of hops to the destination
• Destination sequence numbers
• Number of active neighbours
• Route expiration time
c) AODV Route Maintenance: In AODV, when any node in the network detects
that a route is not valid anymore for communication it delete all the related
entries from the routing table .And it sends the Route reply message (RREP)
to all current active neighbouring nodes to inform that the route is not valid
anymore for communication purpose.
2.3.2 Dynamic Source Routing Protocol (DSR):
Dynamic Source Routing is a reactive routing protocol that is based on the concept of
source routing [8, 16]. Source routing means source has the complete knowledge of
entire route to the destination before transmitting data. In DSR each node maintains a
route cache where it records all possible learned routes. It using two main
mechanisms: Route discovery and Route maintenance.
a) Route Discovery: Whenever a source node wants to send a data packet to
destination node in the network, it first looks in its Route Cache to find a valid
hop sequence to the destination [1]. If such a route exists, the source node
attaches to the packet header the complete route to the destination and

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forwards the packet to the next node. The next node checks the packet header
and forwards the packet to the next node. The process terminates when the
packet reaches the destination. If the source node cannot find a valid hop
sequence to the destination in its Route Cache then it initiates a route
discovery process [17].
Figure 2.8: Route Request Propagation in DSR
 In route discovery process a route request (RREQ) message is broadcasts to all
its neighbouring nodes, adding a unique request ID to each request to prevent
other nodes from transmitting the same request [17].
Figure 2.9: Route Reply Propagation in DSR
 Each of the intermediate nodes receives RREQ and searches in its Route
Cache, and if it finds such a route, it sends a Route Reply (RREP) message

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back to the source node with the complete path to the destination. In order to
minimize the Route Request (RREQ) in the network, the intermediate or
destination node discard the duplicate Route Request (RREQ) message
identified by the same request identification number and common source.
Figure 2.8 shows the RREQ message propagation in the network. And figure
2.9 shows the propagation of RREP message that carries the entire hop
sequence.
a) Route Maintenance: Route Maintenance is done by the propagation of route
error message (RERR). Whenever any active node sees or detects the link
failure, it propagates the route error message to its upstream neighbours along
the reverse path till it reaches the source node. To verify the correct operation
of the router links, HELLO messages and acknowledgement messages can be
used.
2.4 Proactive/Table Driven Routing Protocols:
These types of protocols are table based because they maintain table of connected
nodes to transmit data from one node to another and each node share its table with
another node. These protocols desire to maintain up-to-date and consistent routing
information in the network. Thus, every node maintains one or more routing table to
store routing information about every other node in the network. So due to this reason,
these type of protocols are not preferred for large network. There are different types
of proactive routing protocols: Destination Sequence Distance Vector Routing
(DSDV), Optimized link state routing (OLSR), Fisheye State Routing (FSR).
2.4.1 Destination Sequence Distance Vector Routing (DSDV):
Destination Sequence Distance Vector Routing (DSDV) is a table driven routing
protocol based on the Bellman-Ford algorithm. In this type of routing protocol every
node in the network share packet with its entire neighbour [19]. And packet contain
information such as node‟s IP address, last known sequence number, hop count.
Whenever there is topology change in network each node advertises its routing status
after a fixed time or immediately.
Working of Destination Sequence Distance Vector Routing (DSDV):

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The main objective of DSDV routing protocol is to avoiding loop formation and
maintains its simplicity. In DSDV whenever any node want to transmitted a packet or
information to the destination node, it using the routing table [16]. Routing tables are
maintained by each node in the network, each node routing table maintains some
information like destination address, number of hops required to reach the destination
and sequence number. Thus the routing table consist of following entries
<destination, distance, next hop> [16]. Whenever any node want to sending a
message to other node than it adds a sequence number in the routing entries, the
sequence number indicates the newness of the information to the routing table. In
DSDV routing protocol routes with the latest sequence number are always preferred
for forwarding a message to one node to other. If one or more source have same
sequence number and sending a message to the same destination then in this case
route with lower distance is preferred [16].
Figure 2.10: Routing in DSDV

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2.5 Simulation Tools:
The simulation software or tools have been classified into three different categories.
They are (a) Vehicular mobility generator (b) Network simulator (c) VANET
simulators [20]. VANET mobility generators are used to generate realistic movement
traces of the vehicles motion to increasing level of realism in VANET simulation.
These traces subsequently imported into a network simulator as an input in order to
study the performance of the protocol application. Network simulators are used to
perform detailed packet-level simulation of source, destinations, reception, route,
background load, links, data traffic transmission and channels [20]. Finally, VANET
simulators provide both network simulation and traffic flow simulation. In the next
few sections, we will discuss vehicular mobility generators, network simulators and
VANET simulators in greater depth with their characteristics, functions.
2.5.1 Mobility Generators:
VANET mobility generators are used to generate traces of the vehicles motion that
can be usually saved and subsequently imported into a network simulator in order to
study the performances of the protocol application [20]. As mentioned earlier, it is
important to generate realistic movement traces in order to rigorously evaluate
VANET protocols because the overall performances depend on the connectivity
which, in turn, relies on the movement traces.
A. TSIS-CORSIM: TSIS-CORSIM (Traffic Software Integrated System Corridor
Simulation) is a powerful commercial traffic simulation package, developed at
the University of Florida and funded by the Federal Highway Administration
(FHWA). It is a microscopic simulation model that is especially designed to
simulate highways and surface streets and, thus, includes traffic signals and
stop signs [20]. This simulator is made up of two main components, NETSIM
for simulating surface streets, and FRESIM for simulating freeways.
Unfortunately, TSIS-CORSIM simulator requires Microsoft Windows and
Internet Explorer to run. It can simulate very complex traffic scenarios and
thus it can take a large amount of information as input.
B. STRAW: Street Random Waypoint (STRAW) mobility generator gives the
more accurate simulation results by using a vehicular mobility model based on

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the operation of real vehicular environment [20, 29]. Its current
implementation is written for the JiST/SWANS discrete-event based
simulator. STRAW is part of the Car-to-Car Cooperation project also known
as C3 project.
C. SUMO: Simulation of Urban Mobility (SUMO) is an open source, highly
portable microscopic road traffic simulation package that deals with very large
number of nodes in Vehicular Ad hoc Network [20]. It can be used on most of
the operating system. Because of high portability and its GNU General public
license SUMO has become more popular and most widely used in Vehicular
Ad hoc Networks. It has evolved into a full featured suite of traffic modelling
utilities uses own formats for road networks and traffic demand generation and
routing utilities [4].The main merits of SUMO is that it is OpenGL GUI based,
highly portable, open source, easy simulation set-up, portable libraries,
imports different formats, collision free movement and large number of map
defined for better understanding. But it has some limitations such as, less user
friendly interface and its traces do not support NS-2, GloMoSim and QualNet.
Figure 2.11: Graphical User Interface of SUMO

25
D. MOVE: Mobility model generator for Vehicular network (MOVE) is a
mobility generator built on top of the SUMO (Simulation of Urban Mobility)
and rapidly generates realistic mobility models for VANET simulations. The
MOVE‟s output is a mobility trace file that consists of realistic vehicle
movement‟s information which can be used by popular simulation tools such
as NS-2 or GloMoSim or QualNet. MOVE consists of two main components:
Mobility model and traffic model generator. Mobility Model Generator
provides a user friendly interface for generating mobility model for
simulations using SUMO. It also allows the user to create customized
topology or import maps. And Network Traffic Model generator takes the
SUMO trace file as the input and generates the network traffic model as
required by either NS-2 or QualNet. It provides all the configurable option of
NS-2 TCL files, like specifying MAC, routing protocol to use, etc.

26
Figure 2.12: Graphical User Interface of MOVE
E. FreeSim: FreeSim is an open source and portable microscopic and
macroscopic free-flow traffic simulator. Traffic and graph algorithms can be
easily created and executed for the entire network or for individual vehicles or
nodes [20, 29]. FreeSim is ideal for Intelligent Transportation System (ITS)
simulation because Vehicles in FreeSim can communicate with the system
monitoring traffic on the freeways. The main features of FreeSim are: It is
GUI based, highly portable, easy to simulation set-up, easy to use, open source
and large number of examples available for better understanding. But it has
some limitations also like not import different formats, and its traces do not
support NS-2, GloMoSim, QualNet, SWANS.
F. CityMob: CityMob is a highly portable, open source, GUI based mobility
model generator generally used in Vehicular Ad hoc Networks (VANETs)
[20]. The main advantages of CityMob like easy to create simulation set-up
and easy to use , for better understanding large number of example is available
But its biggest limitations is that it generated traces does not support NS-
2,GloMoSim,QualNet,SWANS. And real and user defined maps is not
available here [20, 29].
2.5.2 VANET Simulators:
A. GrooveNet: GrooveNet is a hybrid simulator that integrated both network and
mobility simulator. It allows communication between real and simulated
vehicles. GrooveNet is an open source hybrid simulator that integrated both
network and mobility simulator [20, 29]. It allows communication between
real and simulated vehicles. Its modular architecture incorporates mobility,
trip, and message broadcast models over physical layer and Link layer
communication models [20].
B. TraNS: TraNS (Traffic and Network Simulation Environment) is the first
VANET simulator. It is a simulation tool that integrates both mobility
generator and network simulator for conducting realistic VANET simulation
[20]. It provides a tool to build realistic VANET simulations. TraNS also

27
provides a feedback between mobility model and vehicular behaviour. It can
operate in two modes: application-centric mode and network centric mode. In
the network-centric mode, there is no feedback provided from NS-2 to SUMO.
So the link between NS-2 and SUMO is done through a parser. Parser analyses
the mobility trace file generated by SUMO simulator and then converts it to a
suitable format for NS-2 simulator. In the case of application-centric mode,
the feedback between NS-2 and SUMO is provided through an interface called
TraCI. In this mode SUMO and NS-2 must run simultaneously [20, 29].
C. NCTUns: National Chiao Tung University Network Simulator (NCTUns) is a
VANET simulator that combines both traffic and network simulator in to a
single module that built using C++ programming language and supports high
level of GUI. It is a highly extensible and robust network simulator in no need
to be worry about the code complexity [20]. It supports parallel simulations
for fixed network on multi core machines. The main merits of NCTUns is that
it can simulate IEEE 802.11a, IEEE 802.11b, IEEE 802.11e, IEEE 802.16d,
IEEE802.11g and IEEE 802.11 technologies, and supports large number of
nodes. NCTUns includes bidirectional and unidirectional communication.
Compared to TraNS, NCTUns combines traffic and network simulator
together in a single module and returns feedback to supports VANET.
However, the maximum number of nodes that can be simulated by single
simulation by NCTUns is just 4096. But it has some limitations such as,
complex set up procedure and it can works only on Fedora 9 Linux platform
[20].
2.5.3 Network Simulators:
Network simulators perform detailed packet-level simulation of source, destinations,
reception, route, background load, links, data traffic transmission and channels. There
are various types of network simulators some of them are describes as follows.
A. NS-2: Network Simulator (Version 2), called as the NS-2, is simply an event
driven, open source, portable simulation tool that used in studying the
dynamic nature of communication network. Several different NS-2 versions
have been released over the last few years; the latest version of NS-2 is the
NS-2.35 [20]. Users are feeding the name of a TCL simulation script as an

28
input argument of NS-2 executable command ns. NS-2 uses two key
languages one is the C++ and second is the Object-oriented Tool Command
Language (OTCL). In NS-2 C++ defines the internal mechanism (backend) of
the simulation objects, and OTCL defines external simulation environment
(i.e., a frontend) for assembling and configuring the objects. After simulation,
NS-2 gives simulation outputs either in form of NAM files or trace files [20].
In NS-2 some limitation can be found in terms of the installation process on
windows based operating systems. To run NS-2 on window based
environment a software program is used for creating Unix-like environment
known as Cygwin; downloading and installing of Cygwin on windows based
system is quite complex because of large size of packages of Cygwin [20].
Figure 2.13: Architecture of Network Simulator
B. OPNET: Optimized Network Engineering Tool (OPNET) is a commercial
network simulator environment used for simulations of both wired and
wireless networks [20]. Several different OPNET versions have been released
over the last few years; the latest version of OPNET is the OPNET 16.0. At
present OPNET is licensed under Riverbed technologies. It allows the user to
design and study the network communication devices, protocols, individual
applications and also simulate the performance of routing protocol. It supports
many wireless technologies and standards such as, IEEE 802.11, IEEE
802.15.1, IEEE 802.16, IEEE 802.20 and satellite networks. OPNET IT Guru
Academic Edition is available for free to the academic research and teaching
community. It provides a virtual network environment that models the
behaviour of an entire network including its switches, routers, servers,

29
protocols and individual application. The main merits of OPNET are that it is
much easier to use, very user friendly graphical user interface and provide
good quality of documentation [20].
Figure 2.14: Graphical User Interface of OPNET
C. GloMoSim: GloMoSim (Global Mobile Information System Simulator) is a
scalable simulation environment especially designed of MANET and its
applications [20]. It is open source, portable and includes a large set of routing
protocols and several physical layer implementations. It was retired in 2000
but it is still possible to download for educational purposes only. On the other
side, Scalable Network Technologies introduced the commercial version of
GloMoSim (Global Mobile Information System Simulator) named as QualNet
(Quality Networking) simulator. The main merits of QualNet simulator
(Quality Networking), is that it is portable, highly scalable and extremely
powerful simulator. One of the main merits of QualNet is that it is run on both
Windows and Unix/Linux platforms [20].
D. QualNet: Quality Networking (QualNet) simulator is a highly scalable, fastest
simulator for large heterogeneous network that supports the wired and wireless

30
network protocol. QualNet execute any type of scenario 5 to 10 times faster
than other simulators [20].
Figure 2.16: Graphical User Interface of QualNet
 It is highly scalable and simulate up to 50,000 mobile nodes. And this
simulator is designed as a powerful Graphical User Interface (GUI) for custom
code development [20]. The main merits of QualNet simulator (Quality
Networking), is that it is portable, highly scalable and extremely powerful
simulator. One of the main merits of QualNet is that it is run on both Windows
and Unix/Linux platforms [20].
E. VanetMobiSim: VanetMobiSim is an extension of the CANU Mobility
Simulation Environment (CanuMobiSim) which focuses on vehicular mobility
and features realistic automotive motion models at both microscopic and
macroscopic levels [20, 24]. At the microscopic level it supports mobility
models such as Intelligent Driving Model with Lane Changing (IDM/LC) and
Intelligent Driving Model with Intersection Management (IDM/IM). It also
supports car to infrastructure and car to car communication, which supports
traffic lights, multi-lane roads, separate directional flows stop signs and traffic

31
signs at intersections. VanetMobiSim is based on JAVA and can generate
movement traces in different formats, supporting different simulation for
mobile networks including ns-2, GloMoSim, and QualNet [20].
F. SWANS: SWANS (Scalable Wireless Ad hoc Network Simulator) was
proposed to be a best alternative to the NS-2 simulator for simulating the
wireless and ad hoc networks. On the basis of comparative study of simulators
like SWANS, GloMoSim, and NS-2, it is found that SWANS simulator is the
most scalable and more memory efficient. SWANS take Java file as an input.
It is a scalable wireless network simulator built top on the JIST platform and
good capabilities like NS-2 and GloMoSim [20, 29].
2.6 Classification of the VANET Applications:
The prospective applications of Vehicular Ad hoc Networks (VANET) are
categorized in to three major groups as comfort oriented applications, convenience-
oriented applications and safety oriented applications [11]. Safety oriented related
applications look for the increasing safety of passengers by exchanging relevant
information via vehicle to vehicle (V2V) and vehicle to infrastructure (V2I). And
comfort and convenience applications improve passenger‟s comfort and traffic
efficiency.
2.6.1 Safety-Oriented Applications: These types of applications help the driver to
avoid potential dangers via the exchange of information among vehicles. They are the
most important applications because they serve to avoid accidents [11].

32
Figure 2.17: Safety Applications provided by VANET
They can take control of the vehicle in case of dangerous situations, as in the case of
the automatic braking, or only send warning messages to drivers. Some safety
oriented application shown in Table 1.1[11].
Table 2.1: Examples of Safety-Oriented Applications
Name Description
Intersection violation warning It warns drivers when they are going to pass over a
red light.
On-coming traffic warning It helps the driver during overtaking manoeuvres
Electronic brake warning It reports to the driver that a preceding vehicle has
performed a sudden braking.
Vehicle stability warning It alerts drivers that they should activate the vehicle
stability control system.
Post-crash notification A vehicle involved in an accident sends warning
messages in broadcast to approaching vehicles.
Traffic signal violation
warning
A roadside unit sends messages in broadcast to
warn drivers of potential violations of traffic
signals.
Lane change warning It helps drivers to perform a safe lane change

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2.6.2 Convenience-Oriented Applications: These types of applications improve the
efficiency of the roads and to save drivers time and money. Some Convenience
oriented application shown in Table 1.2[11].
Figure 2.18: Convenience Oriented Application Provided by VANET
Table 2.2: Examples of Convenience-Oriented Applications
Name Description
Intersection management V2V and V2R communications allow a better
intersections management
Limited access and detour
warning
A roadside unit sends information in broadcast
about limited access areas or possible detours.
Electronic toll collection A vehicle establishes unicast communication
with a toll gate roadside unit and pays the toll
without stopping.
Parking availability notification A vehicle asks to a roadside unit for a list of
available parking spaces, and the roadside unit
sends the list to the vehicle.
Congested road notification A vehicle in a congested road sends information
in broadcast to other vehicles.
2.6.3 Commercial-Oriented Applications: These types of applications serve to make
the travelling more comfortable and productive, for example, by means of the internet
connection. Some Commercial oriented application shown in Table 1.3[11].

34
Table 2.3: Examples of Commercial-Oriented Applications
Name Description
Remote diagnosis The driver can start a wireless connection with the
dealer in order to upload the vehicle diagnostics
information to detect possible problems.
Media or map download A vehicle can start a wireless connection with the
home network or a hot-spot to download maps and
multimedia contents.
Service announcement Restaurants and other businesses can use a roadside
unit to send promotional messages to the drivers of the
vehicles that are in their communication range.
2.7 Safety Related VANET Applications: As presented in [9], there are five
possible safety applications in VANETs:
 Intersection violation warning
 Electronic brake warning
 On-coming traffic warning
 Vehicle stability warning
 Lane change warning
2.7.1 Intersection Violation Warning (IVW): The intersection violation warning
(IVW) application warns drivers when they are going to pass over a red light that
shown in Figure 2.19.

35
Figure (a): Without Intersection Violation Warning (IVW)
Figure (b): With Intersection Violation Warning (IVW)
Figure 2.19: (a) Without Intersection Violation Warning (IVW), the inattentive
driver of vehicle 1 can cause a serious accident due to not stopping at red light. (b)
With IVW the driver of vehicle 1 is warned of red light and stops the vehicle before
the intersection.
It is possible to achieve this application by placing a RSU with a traffic light
controller, so that the RSU broadcast traffic light information. Vehicles that receive
these data can warn the driver about the presence of a red light to avoid accidents in
time [11].

36
2.7.2 Electronic Brake Warning (EBW): The electronic brake warning (EBW)
application reports to the driver that a preceding vehicle has performed a sudden
braking [11]. This is useful when the view of the braking vehicle is obstructed by
other vehicles. The scenario is shown in Figure 2.20, where vehicle 1, braking
violently, produces a message that is sent in broadcast to warn the other vehicles
about the dangerous situation.
Figure (a): Braking Situation
Figure (b): Without EBW
Figure (c): With EBW
Figure 2.20: (a) Vehicle 1 has to perform an emergency braking and vehicle 3 does
not realize it because it has the view obstructed by the vehicle 2. (b) Without EBW
vehicle 3 cannot react to the delayed braking of vehicle 2 and so there is a collision.
(c) With EBW vehicle 3 is informed of the emergency braking of vehicle 1 and so it
has the time to slow down

37
2.7.3 On-coming Traffic Warning The on-coming traffic warning (OTW)
application helps the driver during overtaking manoeuvres, by providing information
about on-coming traffic that shown in figure 2.21[11]. The vehicle stability warning
(VSW) application alerts drivers that they should activate the vehicle stability control
system due to the hazardous driving conditions (ice, oil) that shown in figure
2.22[11].
Figure (a): Overtaking situation
Figure (b): Without OTW
Figure (c): With OTW
Figure 2.21: (a) Drivers often misjudge velocity and distance of on-coming traffic
when they are about to perform an Overtake. (b) Without OTW, vehicle 1 causes a
collision with both vehicles 2 and 3. (c) With OTW, vehicle 1 is informed about the
possible collision and so it decides to perform overtakes only after vehicle 2 has
passed.

38
Figure (a): Icy Road condition
Figure (b): Without VSW
Figure (c): With VSW
Figure 2.22: (a) Vehicle 1 encounters an icy stretch of road and activates its stability
control system to maintain the bend. (b) Without VSW, driver 2 that travels at a

39
higher speed is not able to activate the stability control system and so he loses control
and collides with vehicle 3. (c) With VSW, the driver of vehicle 2 is informed of the
activation of the stability control system by vehicle 1 and so he slows down to
maintains control of the car.
2.6 State of the Art:
In recent years, several researchers have analyzed and compare various ad-hoc
Routing Protocols taking into consideration different performance metrics as basis for
performance evaluation. In this section describes the literature review of various
research papers and journals related to Vehicular Ad hoc Networks (VANET).
Vidhale et al. [2]: Here, authors evaluate the MANET routing protocols in VANET
environment by using different mobility models available in VanetMobiSim. In their
work, authors using different simulation parameters such as number of nodes, packet
size, simulation area and performance metrics, average end to end delay, normalized
routing load. After the simulation result authors conclude that DSR has better packet
delivery fraction (PDF) and lesser routing overload than others. But in the case of end
to end delay AOMDV protocol performed better than others. Also it shows that
reactive routing protocols performance degrading in space graph model. So finally
authors conclude that AOMDV is more appropriate than DSR in VANET.
Jerome Haerri et al. [3]: Here, authors evaluate and improve the performance of the
AODV and OLSR routing protocols under two topical and realistic mobility models
for VANET. In their work for the performance evaluation authors used the
OMNET++ simulator .In this paper authors design a convoy scenario that contains
several parameters like 400km*400km simulation area, 60 seconds simulating time,
500m communication range, 1440B packet size, 27m inter vehicle distance and UDP
transport protocol .The main objective of this work is improves the communication
performance of routing protocols by increasing the density around the receiver. In
their work authors also analyse the properties of the two mobility models in high
density urban areas. Finally after the simulation result authors conclude that the
performance of AODV is better than OLSR and OLSR routing protocol seem more
affected by the density than AODV, the reason behind is that proactive routing

40
protocol maintains the entire network topology while reactive routing protocol create
routes when they need.
Sun Xi. et al. [4]: Here, authors evaluate the performance of AODV, ADV and DSR
routing protocols by taking some performance metrics such as packer drop ratio,
throughput. In their work, authors to use an open source simulator tool namely
NCTUns-6.0.In this paper, authors using three different mobility patterns for three
Indian Metros cities: Kolkata, Chennai and Mumbai. After the simulation result
authors conclude that almost same performance of ADV and AODV routing protocol
for all different city scenarios, and DSR have less overhead than ADV and AODV so
DSR is not suitable for highly dynamic network.
Monika et al. [6]: In this paper authors analyzed the performance of AODV and DSR
routing protocols for Vehicular Ad-hoc network with and without RSU (Road Side
Unit). For performance evaluation of considered protocols they used Estinet
Simulator. After getting simulation results they conclude that throughput was highest
for AODV as compared to DSR with varying number of nodes so AODV performed
better than DSR. They also found that in presence of RSU whole performance of
network was better as compared to absence of RSUs.
Uma mani et al. [8]: Here authors examined the performance of AODV, DSR, and
OLSR routing protocol with different nodes density and the number of data traffic
sources in order to shows their advantages and limitations in the context of Vehicular
Ad hoc Networks. In their work, authors considered two propagation models, the first
one is the TwoRayGroungand second one is the adaption model. The first one
assumes an unobstructed flat environment and second one takes into account the
terrain characteristics and define three terrain categories. For the simulation purpose
authors used Territoire Mobile mobility model and NS-2.23 network simulator. After
the simulation result authors conclude that AODV routing protocol shows higher end
to end values.
Amit N. Thakare et al. [10]: In this paper authors analyzed the performance of
AODV and DSR routing protocols using ns-2 simulator with Random Waypoint
mobility model. After getting simulation results they conclude that packet loss of

41
DSR is higher as compared to AODV and ratio of packet received was higher for
AODV as compared to the DSR routing protocol.
Mittal N.M. et al. [11]: In this paper authors present a survey and comparative study
of several publicly available network simulators, mobility generators and VANET
simulators. In their work, the network simulators like NS-2, SNS, GloMoSim,
SWANS, and QualNet briefly described by authors. In this paper authors also present
comparative study of various mobility generators like SUMO, MOVE, FreeSim,
CityMob, STRAW, VanetMobiSim and Net stream. In their work authors conclude
that SUMO, STRAW, MOVE and VanetMobiSim have good traffic model support
and also have some good features but these are the best. Finally the authors present
briefly introduction of VANET simulators such as TraNS, MobiREAL, GrooveNet,
and NCTUns. According to the authors survey GrooveNet and NCTUns are more
frequently used for VANET simulations than simulation tools.
Davesh et al. [12]: In this paper authors analyzed the performance of AODV and
DSR routing protocols using ns2 simulator with varying number of nodes. After
getting simulation results they conclude that AODV shows very high packet delivery
ratio in 40 mobile nodes, but substantially decreases if the simulation node increases.
DSR shows less end to end delay as compared to the AODV. Finally they concluded
that AODV performs best because it provides almost identical result in all scenarios
and DSR suits for lower scalability networks in which mobile nodes move at
moderate speed.
Shastri A. et al. [14]: Here authors, reveals the performance analysis of reactive
routing protocols AODV, AOMDV and DSR. In their work, authors performed
comparison with proactive routing protocol DSDV. In this paper authors used NS-
2.34 simulation tool for simulation purpose with taking various parameters such as
200 second simulation time, 1000*1000 m simulation area and 100 bytes packet size,
by using performance metrics such as packet delivery ratio, average packet loss ratio
and average end to end delay of packets are investigated on the basis of vehicle
velocity and vehicle density. According to the authors simulation result, DSDV
routing protocol shows the worst packet delivery ratio and AOMDV and AODV have
highest average end to end delays.

42
Fan li. et al. [15]: Here authors provides a comprehensive and comparative survey
that dealing with all issues related to Vehicular Ad hoc Networks like its wireless
access technologies and standards, its characteristics , challenges ,security issues, its
applications and various simulators. In their work, authors present comprehensive and
comparative study that focuses on the issues surrounding VANET and its applications
that help to tackle the all issues related to the VANET. In this paper authors also
briefly described the several network simulators like NS-2, MOVE, Trans,
VanetMobiSim, GloMoSim, NCTUns and QualNet.
Gupta P. et al. [16]: In this paper authors compared and analyzed the performance of
AODV and DSR routing protocols using default random way point mobility model.
For performance evaluation of considered protocols they used ns-2 simulator with
variable pause time. After getting simulation results they conclude that DSR
outperformed AODV in delay and throughput on small number of nodes with lower
load and mobility while AODV performed better than DSR on large number of nodes
with higher load and mobility. They also found that DSR has low throughput and
delay because of aggressive use of caching and stale routes.
Manvi S. et al. [17]: In this paper authors analyse performance of two routing
protocols AODV and OLSR by using OPNET Modeler 14.5.In their work ,authors
create a network scenario of 40 nodes with the comparison of network load media
access delay and throughput to examine the AODV and OLSR routing protocols with
simulation parameters like 600*600 m campus area , 40 nodes and 20 minutes
simulation time .According to the authors simulation result OLSR routing protocol
shows low media access delay and low network load in comparison of AODV , with
the overall performance OLSR is better than AODV but it is not necessary that OLSR
is always better than AODV.
Artimy et al. [18]: in this paper authors try to make best use of DSRC channels by
proposing a cluster based multi channel communication scheme. In this scheme
authors assumed that each vehicles is equipped with two DSRC transceiver that can
work on two different channel simultaneously. In their work they divide time in to
periods that can be repeated every T millisecond. And each period is further divide
into sub periods for exchange data.

43
Goel A. al. [22]: In this paper authors investigate methods on how to propagate safety
related messages to accidental areas. They outline a scenario, in which an accident
happened on a city highway then how a safety message is propagated within one mile
of the accidental area, for telling to the other vehicles to slow down and take
alternative route.
Nzouonta J. et al. [23]: In this paper authors proposed a Road based vehicular traffic
(RBVT) routing which is a class of VANET routing protocols for the city based
environments. In this work ,authors described a road based vehicular traffic (RBVT)
routing protocol that uses real time vehicular traffic information to create road based
paths between endpoints. And also authors outline how to improve the end to end
performance for the high contention areas by using the distributed mechanism.
Wang S. et al. [24]: Here, authors proposed a hybrid media access technique for
cluster based vehicular networks ,this technique is based on the scheduled based
approach such as TDMA for intra cluster based communications and management ,
and contention based approach for the inter cluster based communications and
management. In this scheme authors used a control channel for delivering the safety
and non safety application related messages to the nearby clusters.
Kamble et al. [26]: Here Authors, proposed an AODV-R routing protocol that is
improved version of AODV routing protocol. In their work to achieve these objective
authors developed a link reliability model based on the vehicular velocity distribution
on highways. In this papers authors applying a hybrid approach combining both
macroscopic and microscopic traffic flow models is highway mobility model and also
applying the link reliability model to improve the performance of the current routing
protocols in VANETs and incorporated vehicular reliability model into the AODV
routing protocol to create a new protocol named as AODV-R routing. Authors
compare both AODV and AODV-R. In their work for the performance comparison
and evaluation authors was taking four performance metrics such as Average packet
delivery ratio, link failures, and average end to end delay. After the simulation result
authors found that AODV-R shows higher average end to end values than AODV and
route establishment in AODV-R takes longer than that in AODV because of the
processing of multiple routing request and replies.

44
Ameur et al. [27]: In this paper authors present a systematic comparative study of
three routing protocols: DSDV, AOMDV and AODV in low, high and middle density
regions. In their work, authors was developed a road traffic scenario with taking 50
vehicle as low density ,100 for middle density and 150 for high density region
respectively. For the simulation purpose, authors used NS-2.34 network simulator in
LINUX platform and VanetMobiSim simulator for generated road topology for
simulations purposes. After the simulation result, authors conclude that in low density
region AODV and AOMDV score almost same range of packet delivery ratio whereas
DSDV packet delivery ratio was situated in between in range of 60-80.In the middle
density region the graph shows that AODV and AOMDV have packet delivery ratio
lies between 90 to 100 ranges, whereas DSDV packet delivery ratio is in range of 60-
80. And in high density region the graph shows the AODV and AOMDV score same
packer delivery ratio in range of 90-100, whereas DSDV packet delivery ratio was
degrades to 20-3
Jorjeta G. et al. [32]: In this paper authors discussed several security related issues of
mobile ad hoc networks. In their work, authors described the black hole attack in
mobile ad hoc networks and proposed a feasible solution for it. Authors used the
Global Mobile Simulator in this proposed solution and found to achieve the required
reliability and security with minimal overhead and delay. In their work, authors used
several performances metrics like routing overhead, packet delivery ratio, average end
to end delay to evaluate the performance of AODV. To evaluate the packet delivery
ratio authors take several parameters such as25 number of nodes, 5Minutes simulation
time and 800m by 800m simulation area.
Thus, in recent years, several researchers have analyzed and compare various ad-hoc
Routing Protocols taking into consideration different performance metrics as basis for
performance evaluation. They have used different simulators and simulation models
for the same. In the next section describes a conclusion of this chapter.

45

46
Chapter 3
PROPOSED WORK
This chapter will describe proposed simulation methodology and algorithm used in
the performance evaluation of AODV and DSR routing protocols. In this chapter a
brief discussion of the software simulation environment used in the dissertation and
their performance parameters used in the comparison have been discussed.
3.1 Software Simulation Environment:
This dissertation work using a simulation tool „OPNET Modeler v14.5‟ for simulating
AODV & DSR routing protocols. OPNET is a network simulator that provides
multiple solutions for managing networks and applications e.g. planning, network
operation, research and development (R&D), network engineering and performance
management [20, 29]. It allows the user to design and study the network
communication devices, protocols, individual applications and also simulate the
performance of routing protocol [20, 29]. It supports many wireless technologies and
standards such as, IEEE 802.11, IEEE 802.15.1, IEEE 802.16, IEEE 802.20 and
satellite networks. OPNET IT Guru Academic Edition is available for free to the
academic research and teaching community. It provides a virtual network
environment that models the behaviour of an entire network including its switches,
routers, servers, protocols and individual application.
3.2 Proposed Simulation Methodology:
The Proposed Simulation Methodology can be divided into four major steps that
shown in figure 3.2. The first step is the modelling, it means to create network model.
The second step is to select and apply simulation statistics on the scenarios. Third step
is to simulate the scenarios and finally view and analyses results of selected protocols.

47
Figure 3.2: Flow Chart of Proposed Simulation Methodology
3.3 Statistics for Simulation:
In OPNET there are two kinds of statistics, one is Global statistics and the other is the
Object statistics. Global statistics can be defined as the statistics that can be collected
from the entire network.
Simulation Parameters
Examined Protocols AODV and DSR
Number of Nodes 100,150,200,250,300, and 350
Types of Nodes Mobile
Simulation Area 1500*1500 meters
Simulation Time 1800 seconds
Mobility 10 m/s
Pause Time 200 seconds
Performance Parameters Throughput, Delay, Network load
Traffic type FTP
Mobility model used Random waypoint
Data Type Constant Bit Rate (CBR)
Packet Size 512 bytes
Wireless LAN MAC Address Auto Assigned
Physical Characteristics IEEE 802.11g (OFDM)
Data Rates(bps) 54 Mbps
Transmit Power 0.005
RTS Threshold 256
Packet-Reception Threshold 95
Long Retry Limit 4
Max Receive Lifetime(seconds) 0.5

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Buffer Size(bits) 256000
On the other hand Object statistics can be defined as the statistics that can be
collected from the individual nodes. In Table 1 describe the simulation parameters
that are used in this simulation in order to evaluate and compare the performance of
two selected routing protocols (AODV, DSR) over a MANET network.
A campus network of size 1500 m x 1500 m is using for simulating varying number
of mobile nodes. The all mobile nodes are spreading within this area. Each scenario
takes 1800 seconds (simulation time) for running. In this simulation default random
waypoint mobility model is used and all mobile nodes in all scenarios moving with
constant speed of 10 m/s and pause time 200 seconds.
Under each simulation we check the behaviour of AODV and DSR routing protocol
with constant mobility (10 m/s) and constant pause time. For examining average
statistics of the network load, delay and throughput for the AODV and DSR routing
protocol of VANET we collected DES (global discrete event statistics) on each
protocol and Wireless LAN. We take the FTP traffic in the application configuration
object this sets the application to model the high load FTP traffic for analyse the
effects on routing protocols.
Table: 2 Scenarios Used
Scenarios Name No. of Mobile Nodes Protocol Used
Scenario 1 100 AODV
Scenario 2 100 DSR
Scenario 3 200 AODV
Scenario 4 200 DSR
Scenario 5 250 AODV
Scenario 6 250 DSR
Scenario 7 300 AODV
Scenario 8 300 DSR
Scenario 9 350 AODV
Scenario 10 350 DSR
In profile configuration object we configured the profile with high load FTP
application. The nodes were wireless LAN mobile nodes with data rate of 11Mbps.
After defining profile configuration we configure Mobility Configuration object for

49
defining the mobility pattern and model that the nodes will follow during the
simulation.
3.4. Proposed Methodology
Here, we present different adaptable parameters to optimize AODV routing algorithm
and describe their effects on energy constraints. The parameters we target to optimize
AODV routing algorithm are Active Route Timeout, Hello Interval and Hello
Message loss. The Active Route time out is the lifetime of the routing table. After this
period of time the MANET will not consider this route. Hello interval is the time
taken by the source node to send the hello message to the other node to make a
contact with the intermediate node [7]. For each parameter, we present a discussion
on how the parameter affects energy consumption through routing QoS and present an
adaptation policy to reduce energy consumption by finding the appropriate value of
these parameters considering the current channel conditions.
3.5. Proposed Algorithm
In our proposed algorithm we show the effect of different parameters on energy
consumption through routing QoS. First we take an example of Active route time out
i.e. the lifetime of a routing table entry if a route is not used and refreshed within this
"Active route timeout" period, AODV marks the route as "Invalid" and removes it
from IP Common Table. The constant value is used to modify the values of the
parameters. First of all Set Active Route time as any value X and calculate the results
of Quality of service and routing results for that value X. After taking the previous
value suppose the constant value is added in this value then the value becomes XI.
Then again the simulation takes place in different scenarios and calculates the result
of QoS for XI if the result becomes better than X then calculates results for routing
parameters, and if the result is not better than previous one then the value remain X.
Then again simulation takes place for routing parameters if this result become better
than X then the value of X become XI. If the result will not better than the previous
one then the value of X will change. Similarly the value of Hello interval and Hello
message is modified.

50
Figure: Proposed Algorithm for Improvement of AODV

51
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