Performance of Vehicle-to-Vehicle Communication using IEEE 802.11p in Vehicular Ad-hoc Network Environment

International Journal of Network Security & Its Applications (IJNSA), Vol.5, No.2, March 2013
DOI : 10.5121/ijnsa.2013.5212 143
Performance of Vehicle-to-Vehicle
Communication using IEEE 802.11p in Vehicular
Ad-hoc Network Environment
Vaishali D. Khairnar1
and Dr. Ketan Kotecha2
1
Research Scholar Institute of Technology Nirma University Ahmadabad
khairnar.vaishali3@gmail.com
2
Director Institute of Technology Nirma University Ahmadabad
director.it@nimauni.ac.in
ABSTRACT
Traffic safety applications using vehicle-to-vehicle (V2V) communication is an emerging and promising
area within the ITS environment. Many of these applications require real-time communication with high
reliability. To meet a real-time deadline, timely and predictable access to the channel is paramount. The
medium access method used in 802.11p, CSMA with collision avoidance, does not guarantee channel
access before a finite deadline. The well-known property of CSMA is undesirable for critical
communications scenarios. The simulation results reveal that a specific vehicle is forced to drop over 80%
of its packets because no channel access was possible before the next message was generated. To
overcome this problem, we propose to use STDMA for real-time data traffic between vehicles. The real-
time properties of STDMA are investigated by means of the highway road simulation scenario, with
promising results.
KEYWORDS
CSMA, STDMA, V2V, VANET etc.
1. INTRODUCTION
The new emerging applications for enhancing traffic safety found within the vehicular ad-hoc
network environments which can be classified as real-time system. Existing vehicle-to-vehicle
safety systems together with new cooperative systems using wireless data communication
between vehicles which can potentially decrease the number of accidents on the highway road in
India i.e. transmit the messages within deadlines. In addition, requirements on high reliability and
low delay are imposed on wireless communication system [1]. For example Lane departure
warning messages merge assistance and emergency vehicle routing are all examples of
applications [2]. Information that is delivered correctly, but after the deadline in a real-time
communication system, is not only useless, but can also have severe consequences for the traffic
safety system. This problem is pointed out in [3-4]. In most cases, the extremely low delays
required by traffic safety applications, the need for ad-hoc network architectures support direct
vehicle-to-vehicle communication. The IEEE 802.11p standard intended for vehicle-to-vehicle
ad-hoc communication in high speed vehicular network environments [5], which states amongst

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other things that multiple data/packet exchanges should be completed within 50 milliseconds of
time frame.
The original IEEE 802.11, intended for WLAN, has two drawbacks within its MAC technique
CSMA; it can cause unbounded delays before channel access as well as collisions on the channel.
The MAC protocol decides who has right data/packet to transmit next on the shared
communication channel. In CSMA, the node first listens to the channel an if the channel is free
for certain amount of time period, then the node transmits data/packets directly with the
implication that another node can have conducted the exact same procedure, resulting in a
collision on the channel. So a node can experience very long channel delays due to the risk of the
channel being busy. CSMA is used by the whole IEEE 802.11 family as well as its wired
counterpart IEEE 802.3 Ethernet. One of the reasons for the success of both WLAN and Ethernet
is the straightforward implementation of the standard resulting in reasonable priced equipment.
Due to this WLANs and the Ethernet are often applied to other domains than they originally are
designed for. Even though CSMA is unsuitable for real-time vehicle-to-vehicle communication
because of the unbounded channel access delays, Ethernet has played its way communication
scene where many real-time systems are found. The problems with MAC protocol can be solved
here by introducing more network equipment, such as switches and routers, and thereby reducing
the number of nodes competing for the shared channels, i.e. breaking up collision domains. But in
wireless domain, there is no such easy solution since the wireless channel has to be shared by all
users. When the CSMA algorithm is applied in the wireless domain, an interferer could easily jam
a geographical area, the nodes in this area would defer their access even though there is no real-
time data traffic present. A wireless CSMA system is thus more susceptible to interference since
no access will occur as long as activity is detected on the channel.
The IEEE 802.11p, also known as Dedicated Short-Range Communication (DSRC), intended for
vehicular ad-hoc networks (VANETs). Currently this is the only standard with support for direct
vehicle-to-vehicle (V2V) communication [6]. The original DSRC standards, which are found in
Europe, Japan and Korea, are more application-specific standards containing the whole protocol
stack with a physical (PHY), a MAC and an application layer. They are intended for hot spot
communication such as electronic toll collection systems. The PHY in 802.11p and its
capabilities have been treated in several articles [7-9]. The PHY mainly affects the reliability
(error probability) of the system; however, if we do not get channel access the benefits of the
PHY cannot be exploited. VANET will use CSMA as its MAC method, despite its inability to
support real-time deadlines. The argument is that the problems with CSMA are most pronounced
at high network loads, and traffic smoothing can be introduced to keep the data traffic at an
acceptable level. Traffic smoothing is typically used in centrally controlled networks in restricted
geographical areas [7-10]. A vehicular ad-hoc network (VANET) is neither a restricted
geographical area, nor can it be made predictable by a central controller due to its highly dynamic
characteristics and requirements on low delay. Traffic smoothing only reduces the average delay
and the main problem with unbounded worst case delay remains. The problem with potentially
unbounded channel access delays when using CSMA could be to use STDMA (self-organizing
time division multiple access), a decentralized, yet predictable, MAC protocol with a finite
channel access delay, making it suitable for real-time ad-hoc vehicular networks. STDMA
algorithm is already in commercial use in the system called automatic identification system,
where it focuses on collision avoidance between vehicles.

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This paper analyzes the particular vehicle-to-vehicle communication real-time requirements on
the MAC protocols when used in vehicular ad-hoc network environment system for low-delay
traffic safety applications. The two different MAC protocols are evaluated by means of computer
simulations: the MAC protocol in 802.11p, CSMA and a solution potentially better suited for
decentralized real-time system, namely STDM, First an introduction to the concept of MAC
protocol is given with the functionality descriptions of CSMA and STDMA. Next, the system
model is detailed and results from the simulator are displayed. The paper is finally concluded
with a discussion and conclusions regarding the two examined MAC protocols in the context of
the traffic safety applications on highway road.
2. MEDIUM ACCESS CONTROL
Vehicular ad-hoc network (VANETs) is a spontaneous, unstructured network based on direct
vehicle-to-vehicle (V2V) communication and its topology is changing constantly due to high
mobility of vehicle nodes on highway road. In VANET it is harder to deploy a MAC scheme that
is relying on a centralized controller, for example TDMA (time division multiple access), FDMA
(frequency division multiple access) or CDMA (code division multiple access). In a centralized
infrastructure-based network, a base station/access point is responsible for sharing the resources
among the users, thereby enabling guaranteed QoS for time-sensitive data traffic. The idea of
having a vehicle node that could act as a central control unit in a distributed VANET is not
appealing because of the high mobility vehicle nodes. The central unit would not remain central
for long and constantly changing the central unit would require much data exchange and
negotiation among the vehicle nodes. The negotiation can be expected to incur excessive delay
and once a decision is made it is likely to already be outdated. MAC scheme that does not require
a central control unit is CSMA, where each vehicle node starts by listening to the wireless
channel and transmits only if the channel is ideal. This scheme is easily deployed in a distributed
network, but has one big disadvantage; the vehicle nodes could experience unbounded delays due
to constantly sensing a busy channel during high utilization periods. This is not acceptable in real-
time environments.
Real-time systems such as traffic safety applications, call for a deterministic MAC protocol. We
define a deterministic MAC protocol method to be a scheme for which the time from channel
access request to channel access has a finite upper bound. In the following we will evaluate
CSMA and STDMA in this respect.
2.1 IEEE 802.11p/DSRC Protocol
The IEEE 802.11p standard (WAVE) emerges from the allocation of the Dedicated Short Range
Communications (DSRC) spectrum band in the United States and the work done to define the
technology to be used in this band. There are two types of channels in DSRC, all of them with a
10 MHz width: the control channel (CCH) and the service channel (SCH). The CCH is restricted
to safety communications only, and the SCHs are available both for safety and non-safety use.
Applications for vehicular communications can be placed in three main categories - traffic safety,
traffic efficiency and value-added services (e.g. infotainment/business) [11]. In 1999, the U.S.
Federal Communication Commission (FCC) allocated these 75 MHz of spectrum at 5,850-5,925

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GHz to be used exclusively for vehicle-to-vehicle and infrastructure-to-vehicle communications.
The main objective is to enable public safety applications in vehicular environments to prevent
accidents (traffic safety) and improve traffic flow (traffic efficiency).
Fig. 1 DSRC spectrum band and channels.
In Europe, the spectrum allocated by the ETSI for cooperative safety communications has a range
5,875 - 5,925 GHz. It is divided into traffic safety (30 MHz) and traffic efficiency (20 MHz). In
the traffic safety spectrum, two SCHs and one CCH are allocated. In the traffic efficiency two
SCHs are allocated [11]. As stated before, WAVE has its origins in the standardization of DSRC
as a radio technology.
WAVE is fully intended to serve as an international standard, which is meant to: describe the
functions and services required by WAVE stations to operate in VANETs, and define the WAVE
signaling technique and interface functions that are controlled by the IEEE 802.11 MAC. WAVE
is an amendment to the Wireless Fidelity (WiFi) standard IEEE 802.11 [18]. It is inside the scope
of IEEE 802.11a, which is strictly a PHY and MAC level standard. In other words, IEEE 802.11p
is an adaptation of the IEEE 802.11a protocol to vehicular situations, such as: rapidly changing
environment. With a short time frame transactions required, and without having to join a Basic
Service Set (BSS) (Peer-to-Peer (P2P) and ad-hoc networks). WAVE is only a part of a group of
standards related to all layers of protocols for DSRC-based operations as can be seen in Fig 2. In
this paper, we are only going to focus on IEEE 802.11p.
Fig. 2 DSRC standards and communication stack.

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ETSI has defined two central types of messages: Central Access Messages (CAMs), and
Decentralized Environmental Notification Messages (DENM). IEEE 802.11p has adopted these
two types of messages. As a reminder, CAMs are broadcast packets sent periodically at a
concrete heartbeat rate. A CAM packet contains information about the stating vehicle speed,
position and driving direction of the transmitter [12]. DENMs are event-driven and application
specific messages, which are sent on emergency cases. They are triggered in case of a hazard and
are continuously broadcasted until this hazard disappears [12]. Every node in the network
manages the information received by remote nodes, as well as the data generated by the own
vehicle. All data is contained in a database called Local Dynamic Map (LDM). CAMs and
DENMS are used to update the LDM of each vehicle with the information gathered from the rest
of nodes of the network.
2.1.1 Data frame format
A procedure carried out by the PLCP sub-layer is the convergence procedure, in which it converts
the actual data frame being sent, named PLCP Service Data Unit (PSDU) into the PLCP Protocol
Data Unit (PPDU). In this procedure, the preamble and header are appended to the PSDU to
obtain the PPDU. The preamble consists of 12 training symbols, 10 of which are short and are
used for establishing automatic gain control, diversity selection and the coarse frequency offset
estimate of the carrier signal. The receiver uses 2 long training symbols for channel and fine
frequency offset estimation. It takes up to 16 ms to train the receiver after first detecting a signal
on the RF medium. The header, also called the SIGNAL field of the PPDU frame, is always
transmitted at 6 Mbps using BPSK modulation. It contains information about the transmission
data rate and type of modulation (BPSK, QPSK, 16QAM or 64 QAM) in the RATE field and the
length in number of octets of the PSDU that the MAC is currently requesting to transmit in the
LENGTH field; as well as a parity bit (Parity field), based on the first 17 bits, and a Tail field
with all bits set to 0. The PSDU itself is pre-pended with the Service field, with the first 7 bits as
zeros to synchronize the descrambler in the receiver and the remaining 9 bits reserved for future
use and set to all 0s, and appended with the Tail field and Pad Bits field, which are the number of
bits that make the DATA field a multiple of the number of coded bits in an OFDM symbol (48,
96, 192, or 288). The Service field, PSDU, Tail field and Pad Bits field form the DATA field of
PPDU frame. The IEEE 802.11 PPDU frame format is shown in Fig 3. [13]
Fig 3: The IEEE 802.11 PPDU frame format
2.1.2 OFDM (Orthogonal Frequency Division Multiplexing)
The transmission of data is based on Orthogonal Frequency Division Multiplexing (OFDM)
technique. OFDM divides the available band into K sub-bands or sub-carriers, which are

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separated a frequency bandwidth F. From this perspective, OFDM is similar to Frequency
Division Multiple Access (FDMA). However, in FDMA all subcarriers require spectral guard
intervals in order to prevent interferences between closely allocated subcarriers. OFDM uses the
spectrum much more efficiently than FDMA since it makes all the subcarriers orthogonal to each
other. This way, it is possible to have the subcarriers all together as close as possible and prevent
any interference amongst them. Orthogonality of the sub-carriers means that an integer multiple
of cycles is contained in each symbol interval in every different subcarrier. Thus the spectrum of
each subcarrier has a null at the central frequency of each of the other subcarriers. This attenuates
the problems of overhead carrier spacing and guard interval allocation required in FDMA. In
IEEE 802.11p there are 64 subcarriers, but only the 52 inner subcarriers are used. 48 out of these
52 actually contain the data and 4 of them, called pilot subcarriers, transmit a fixed pattern used
to mitigate frequency and phase offsets at the receiver side. Each of these 48 data subcarriers can
be modulated, as explained before, with BPSK, QPSK, 16QAM or 64QAM. In combination with
different coding rates, this leads to a nominal data rate from 6 to 54 Mbps if full clocked mode
with 20MHz bandwidth is used [14]. However, a change has been done in terms of sampling rate,
for the adaptation of IEEE 802.11a to IEEE 802.11p: in IEEE 802.11p a channel of 10 MHz
bandwidth is used. This way, the guard interval is long enough to prevent Inter-Symbol
Interference (ISI) caused by multipath channel during the transmission and hence it fits the high-
speed vehicular environment that characterizes the VANETs. The parameters in the time domain
are doubled, compared to the parameters in IEEE 802.11a [11]. In Table 1 some of these
parameters are shown.
Parameters IEEE 802.11a IEEE 802.11p Changes
Channel bandwidth 20 MHz 10 MHz Half
Bit rate (Mbps) 6,9,12,18,24,36,48,54 3,4.5,6,9,12,18,24,27 Half
Modulation Mode BPSK, QPSK,
16QAM, 64QAM
BPSK, QPSK,
16QAM, 64QAM
No change
Number of
subcarriers
52 52 No change
Symbol duration 4µs 8µs Double
Guard Interval Time 0.8 µs 1.6 µs Double
Table 1: Comparison of PHY parameters in IEEE 802.11a and IEEE 802.11p
2.1.3 The transmitter
The binary data that is to be sent over the wireless medium, which is the PSDU, is encoded and
modulated. The resulting coded data string is constantly being assigned to a certain complex
number in a signal constellation and groups of 48 of these complex numbers are mapped to
OFDM subcarriers. The operation in the assembler block is, mainly, to insert 4 pilot subcarriers
among the 48 data subcarriers and form the OFDM symbol. In the next block, the OFDM sub-
carriers are converted to the time domain using the Inverse Fast Fourier Transformation (IFFT)
preparation time domain signal with circular extension of itself to generate the cyclic prefix. In
the last stage in the transmitter, all the OFDM symbols are appended one after the other to form
the PSDU and appended again with the PLCP preamble, the PLCP header (SERVICE field of the

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PPDU) and the fields Service, Tail and Pad Bits. This way the PPDU is obtained and is ready for
transmission [14]. The block diagram of the transmitter is depicted on.
2.1.4 The channel
All types of wireless communications, the medium is the radio channel between transmitter and
receiver. The signal is propagated through different paths, that can be either Line-Of-Sight paths
(LOS) or Non-Line-Of-Sight (NLOS) between transmitter and receiver. In each of these paths,
the signal can suffer from reflections, scattering and diffractions by different objects during its
itinerary. These are just few of the conditions that can affect the multipath communications in this
medium, and have a big impact on the propagation of the VANETs. Most times it is very
complicated to take into account all of the adversities found this medium, therefore simplified
model channels are used. For VANETs, these models must take into account the existence of
multiple propagation paths and the high relative velocities among nodes.
Two key parameters that are directly affected by the channel conditions are:
Signal-to-Noise Ratio (SNR) is broadly defined as the ratio of the desired signal power to
the noise power. This ratio indicates the reliability of the link between the receiver and
the transmitter.
SNR[dB] = PowerRcvd[dB] - 10 * log10(noise) Eqn. 1
Signal-to-Interference-to-Noise Ratio (SINR) is defined as the ratio of the desired power
to the noise power plus the interferences generated by other transmitters close to the
analyzed one, which are also considered as noise for the receiver.
SINR[dB] = PowerRcvd[dB] - 10 * log10(∑(PowerInt) + noise) Eqn. 2
2.1.5 The receiver
In the receiver part, for the adaptation of IEEE 802.11a to IEEE 802.11p, some required
improved performances have been introduced in the receiver to avoid cross channel interferences
from adjacent channels [11]. The first block in the receiver is the Serial-to-Parallel (S/P), in
which the signal is divided in blocks of samples and the DATA field is separated from the
Preamble and SIGNAL fields of the PPDU. Both DATA and Preamble are demodulated with the
Fast Fourier Transform (FFT) algorithm. After that, the channel coefficients are estimated and
based on them, the equalizer compensates the fading effects introduced by the channel and
transmits the samples to the decoder. Finally the received and decoded binary data stream is
compared to the transmitted one, in order to calculate the error ratio statistics [14]. The block
diagram of the transmitter is depicted.
2.2 MAC Layer
For the adaptation of IEEE 802.11a to IEEE 802.11p, no changes in the MAC layer have been
done. The MAC protocol used in 802.11p is the same as in 802.11a, the Enhanced Distributed
Channel Access (EDCA), which is an enhanced version of the basic access mechanism in IEEE
802.11 using Quality of Service (QoS) [20-22].

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2.2.1 Overview of MAC services
2.2.1.1 Data service
This service provides peer entities in the LLC (Local Link Control) MAC sub-layer with the
ability of exchanging MSDUs (MAC Service Data Units) using the underlying PHY-layer
services. This delivery of MSDUs is performed in an asynchronous way, on a connectionless
basis. By default, MSDU transport is based on best-effort. However, the QoS facility uses a
Traffic Identifier (TID) to specify differentiated services on a per-MSDU basis. There are no
guarantees that the MSDUs will be received successfully. Broadcast and multicast transport is
part of the asynchronous data service provided by the MAC layer. Due to the characteristics of
the wireless medium, broadcast and multicast MSDUs may experience a lower QoS, compared to
that of unicast MSDUs. In our simulations, only broadcast MSDUs are sent and received and no
acknowledgement is used, and the vehicles also called stations, are nQSTAs (non-QoS
STAtions), this means that no QoS is used since all the transmitted messages are the same type
(CAMs). [15] The encapsulation of a MSDU inside a MPDU (MAC Protocol Data Unit), which
becomes the PDSU when processed at a PHY layer level.
2.2.1.2 MSDU ordering
In nQSTAs, the ones simulated in this paper, there are two service classes within the data service.
By selecting the desired service class, each LLC entity initiating the transfer of MSDUs is able to
control whether MAC entities are or are not allowed to reorder those MSDUs at reception. In an
nQSTA, the MAC does not intentionally reorder MSDUs. If a reordering happens, the sole effect
of this (if any), for the set of MSDUs received at the MAC service interface of any single STA, is
a change in the delivery order of broadcast and multicast MSDUs originating from a single source
STA address. If a higher layer protocol using the data service cannot tolerate this possible
reordering, the optional Strictly Ordered service class should be used. [15] No reordering of
MSDUs takes place in our simulations [25-27].
2.3 MAC sub-layer functional description
2.3.1 MAC architecture
The MAC architecture can be described as shown in Fig 4 as providing the Point Coordination
Function (PCF) and Hybrid Coordination Function (HCF) through the services of the Distributed
Coordination Function (DCF). The HCF is composed by the HCF contention-based channel
access also called Enhanced Distributed Channel Access (EDCA), the HCF Controlled Channel
Access (HCCA) and the Point Coordination Function (PCF) [23, 24].

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Fig :4 MAC architecture
2.3.1.1 D C F
DCF is the fundamental MAC technique in the IEEE 802.11 standard. It employs an access
function performed by the CSMA/CA algorithm and a collision management function carried out
by the binary exponential back-off procedure.
2.3.1.2 P C F
The original IEEE 802.11 standard defines another coordination function in the MAC layer. It is
only available in structure mode networks, where the nodes are interconnected through at least
one AP in the network. This mode is optional and only very few APs or Wi-Fi adapters actually
implement it. The coordinator block is called Point Coordinator (PC). In the scope of this paper,
PCF is not used because we are not simulating an infrastructure network (with Access Points
(APs)), but a VANET, where all nodes are peers: not only the vehicles but also the road-side
infrastructure behave as peers in a VANET.
2.3.1.3 H C F
HCF is a coordination function that enables the QoS facility. It is only usable in networks that
make use of QoS, so it is only implemented in the QSTAs. The HCF combines functions from the
DCF and PCF with some enhanced, QoS-specific mechanisms and frame subtypes to allow a
uniform set of frame exchange sequences to be used for QoS data transfers. The HCF uses both a
controlled channel access mechanism, HCCA, for contention-free transfer and a contention-based
channel access method mechanism, EDCA.

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2.3.1.4 H C C A
HCCA works similarly to PCF. It uses a QoS-aware centralized coordinator, called a Hybrid
Coordinator (HC), and operates under rules that are different from the PC of the PCF. HCCA is
generally considered the most advanced (and complex) coordination function. With the HCCA,
QoS can be configured with great precision. QSTAs have the ability to request specific
transmission parameters which allow advanced applications to work more effectively on a Wi-Fi
network.
2.4 Operation of the CSMA/CA algorithm
Since we are not dealing with different type of messages, all the packets sent by the nodes have
the same priority and the QoS enhancements explained before that EDCA adds are not needed.
We give to these packets the highest priority and for that reason, we use AIFS = 58 µs and CW =
CWmin = 3. Furthermore, we will not suffer in our simulations from virtual collisions, but only
from real collisions [15]. In addition, all the messages sent are broadcasted and because of that we
do not make use of the SIFS concept neither. We are dealing with nQSTAs, so HCF is not present
in our simulations. What it is really of interest in this paper from the IEEE 802.11p MAC layer
are the CSMA/CA algorithm and the exponential back off procedure found in DCF.
The CSMA/CA procedure according to IEEE 802.11p, it is, in the broadcast situation with
periodic data traffic (CAM packets), is presented in Fig 5.
The transmitter node starts by listening to the channel activity during an AIFS amount of time
(which in our simulations is 58 µs). If after this time, the channel is sensed free, the packet is
transmitted. After that, the node checks if a new packet from the upper layers is ready to be
transmitted, and when there is one, it performs the same action to transmit the new packet. If
during AIFS, the channel is busy or becomes busy, then the node gets a random back off value,
generated from an exponential distribution, by multiplying the integer from [0..CW] with the slot
time 13 _s obtaining 0, 13, 26 or 39 _s. This value will be decreasing every time the node waits
for an AIFS and senses the channel free. When the back off value gets to 0, then the packet can be
transmitted. While the node is getting its back off value decreased, it keeps on checking
constantly if a new packet was generated in the upper layers and is ready to be transmitted. When
that happens, the old packet is dropped, and the node starts again with the whole transmission
protocol.
2.5 Self-Organizing Time Division Multiple Access (STDMA) MAC Layer
Algorithm
The STDMA algorithm, invented in [16, 17], is already used in commercial applications for
surveillance, i.e., the Automatic Identification System (AIS) used by ships and the VHF data link
(VDL) mode 4 system used by the avionics industry. Traditional surveillance applications for
airplanes and ships are based on ground infrastructure with radar support. Radar has shortcomings
such as the inability to see behind large obstacles or incorrect radar images due to bad weather
conditions. By adding data communication based on STDMA, more reliable information can be
obtained about other ships and airplanes in the vicinity and thereby accidents can be avoided.

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Since STDMA is so successful in these systems, it is interesting to investigate if it can manage a
more dynamic setting such as a vehicular network. STDMA is a decentralized MAC scheme
where the network members themselves are responsible for sharing the communication channel.
Nodes utilizing this algorithm, will broadcast periodic data messages containing information
about their position. The algorithm relies on the nodes being equipped with GPS receivers. Time
is divided into frames as in a TDMA system and all stations are striving for a common frame
start. These frames are further divided into slots, which typically corresponds to one packet
duration. The frame of AIS and VDL mode 4 is one minute long and is divided into 2250 slots of
approximately 26 ms each. All network members start by determining a report rate, i.e., how
many position messages that will be sent during one frame. Then follows four different phases;
initialization, network entry, first frame, and continuous operation. During the initialization, a
node will listen to the channel activity during one frame length to determine the slot assignments.
In the network entry phase, the node determines its own transmission slots within each frame
according to the following rules: (i) calculate a nominal increment (NI) by dividing the number of
slots with the report rate, (ii) randomly select a nominal start slot (NSS) drawn from the current
slot up to NI, (iii) determine a selection interval (SI) of slots as 20% of NI and put this around the
NSS according to Fig. 1, (iv) now the first actual transmission slot is determined by picking a slot
randomly within SI and this will be the nominal transmission slot (NTS). If the chosen NTS is
occupied, then the closest free slot within SI is chosen. If all slots within the SI are occupied, the
slot used by a node furthest away from oneself will be chosen. When the first NTS is reached in
the super frame, the node will enter the third phase called the first frame. Here a nominal slot
(NS) is decided for the next slot transmission within a frame and the procedure of
determining the next NTS will start over again. This procedure will be repeated as many times as
decided by the report rate (i.e., the number of slots each node uses within each frame), Fig. 6.

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Fig 5: The CSMA / CA procedure according to 802.11p

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Fig 6. The STDMA algorithm in the first frame phase.
After the first frame phase (which lasts for one frame) when all NTS were decided, the station
will enter the continuous operation phase, using the NTSs decided during the first frame phase
for transmission. During the first frame phase, the node draws a random integer n∈{3,...,8} for
each NTS. After the NTS has been used for n frames, a new NTS will be allocated in the same SI
as the original NTS. This procedure of changing slot after a certain number of frames is to cater
for network changes, e.g., two nodes using the same NTS which were not in radio range of each
other when the NTS was chosen could have come closer and will then interfere. The STDMA
relies on the position information sent by other network members and it will not work without
this.
2.5.1 Continuous operation phase
The last phase is called continuous operation phase. Here, a new concept is introduced, the n
reuse factor. Every message in a slot has an n value related to it, which decreases within every
transmission. When n gets to 0, then the message has to be reallocated in a new slot within the
same SI as the former slot. If all of the slots are busy, then the procedure is the same as in the
second phase. Apart from a reallocation, a new n factor is assigned to the new NTS location. This
factor is used to cater with changes in the network topology. When a node enters the same
transmission range of another node, and both of them have a message allocated in the same slot
within the frame, it will cause a co-located transmission and in case they are close to each other
packets from both co-located transmitters might be lost by the receiving nodes. Without the use of
the n reuse factor, they would be suffering a collision every time until they get out of the same
range of transmission. The situation changes when one of them gets its n reuse factor value to 0,
so its message has to be reallocated to a new slot avoiding from that moment, suffering a collision
with the other node. The n reuse factor adds flexibility to STDMA, very important since we are
dealing with VANETs, whose nodes are constantly moving. The continuous operation phase is
depicted as a flow diagram in Fig 7 [18-19, 30].

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Fig 7: The continuous operation phase of STDMA
3. SIMULATIONS
The real-time properties of the system, the interesting issue here is how the two MAC protocols
will influence the capability of each sending vehicle node to timely deliver data/messages
packets, i.e. meeting real-time deadlines. We are dealing with an uncontrolled network since the
number of network vehicle nodes cannot be determined in advance as we are considering vehicles
are controlled by humans. On the highway road, the highest relative speeds are found and this
causes the network topology to change often and more rapidly. If a traffic accident occurs, many
vehicles could be gathered in a small geographic area implying troubles with access to the shared
wireless communication channel for individual vehicle nodes. Here we are studying the MAC

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channel access delay for time-driven location messages; we are not considering the reception of
messages at the vehicle nodes at this time.
The promising emerging application within VANET is a cooperative awareness system such as
the automatic identification system for the ships, where the vehicles will exchange location
messages with each other to build up a map of its surrounding and use this for different traffic
safety efficiency application [27]. Routing is highly mobile networks and is also dependent on
location rather than specific addresses when trying to find ways through the network. Therefore,
time-driven location messages are likely to be of uttermost importance in future vehicular
networks. Consequently, we have also chosen to use broadcasted, time-driven location messages
as the data traffic model in the simulator. Many traffic safety systems will rely on vehicles
periodically broadcasting messages containing their current state (e.g., current location, speed,
average speed, distances travelled, total distance etc). We have developed a simulator using Open
Street Map, eWorld, SUMO version 0.10.3 (traffic simulator), NS-2 version 2.34 (Network
Simulator) and TraNs version 1.2 (Intermediate simulator between SUMO and NS2) also we
require Gnu plot/Xgraph/Excel to plot the graphics presentation (Fig 11 for Simulation Flow
diagram) where each vehicle sends a location message according to a predetermined range of 5 or
10 Hz. Simulations has been conducted both for the CSMA of 802.11p as well as for the
proposed STDMA algorithm. The vehicle traffic scenario is a Mumbai-Pune Highway Road of
120 kilometer (km) i.e. 12000 meter with 3 lanes in each direction (i.e. total 6 lanes including
both the directions) Fig 8.
Fig 8. Scenario of Mumbai-Pune Highway Road.

158
The Mumbai-Pune Highway Road scenario is chosen because here the highest relative speeds
(i.e. min 80 km/h to max 120 or above km/h) in vehicular environments are found and hence it
should constitute the biggest challenge for the MAC layer. The vehicles are entering each lane of
the highway road according to a Poisson process with a mean inter-arrival time of 3 seconds
(consistent with the 3-second-rule used in Sweden, which recommends drivers to maintain a 3
second spacing between vehicles). The speed of each vehicle is modeled as a Gaussian random
variable with different mean values for each lane; 83 km/h, 108 km/h and 130 km/h, and a
standard deviation of 1 m/s. For simplicity we assume that no overtaking is possible and vehicles
always remain in the same lane. There is no other data traffic in addition to the heartbeat
broadcast messages. The channel model is a simple circular transmission model where all
vehicles within a certain sensing range will sense and receive packets perfectly. The simulated
sensing ranges are 500 m and 1000 m. We have tried to focus on how the two MAC methods
perform in terms of time between channel access requests until actual channel access within each
vehicle node. Three different packet lengths have been considered: 100, 300 and 500 byte. The
shortest packet length is just long enough to distribute the location, direction and speed, but due
to security overhead, the packets are likely longer [28]. The transfer rate is chosen to be the
lowest rate supported by 802.11p, namely 3 Mbps. Since all vehicles in the simulation are
broadcasting, no ACKs are used. Table 2. Contains a summary of the simulation parameter
settings.
The channel model is a simple circular sensing range model, Fig. 10, in which every vehicle node
within the sensing area receives the message perfectly. Note the vehicle nodes could be exposed
to two concurrent transmissions, where transmitters TX1 and TX2 are sending at the same time
since the transmitters cannot hear each other: the receivers RX1, RX2, and RX3 in Fig. 13 will
then experience collisions of the two ongoing transmissions, unless some sort of power control or
multiuser detection is used. However, since the focus of this simulation is to characterize the
MAC channel access delay Tacc, problems such as exposed and hidden terminals are not
addressed here. As soon as the vehicle nodes enter the highway road, they will start to transmit
after an initial random delay of between 0 to 100 ms. The simulation has been carried out with
three different packet lengths: N=100, 300 and 500 bytes and two different sensing ranges 500
and 1000 meters. The sensing range of 1000 meters was chosen because of 802.11p states that
communication ranges up to 1000 meters must be supported and the different data/packet lengths
are chosen because of the security issues. It is very important that range messages can be trusted
since many traffic safety applications will be depending on these. One way to handle the security
issue is to use a digital signature being approximately 125 bytes [29] and in worst case this
signature must be included in every packet. Therefore, 500 byte data packets should be the worst
case length of range packets including a signature of 125 bytes, together with the header, trailer
and location data/message.

159
Fig 9. Simulation Flow Diagram

160
Parameter Value
Start-point of Highway Road Panvel
End-Point of Highway Road Pune
Simulation Time 1 hour 30 mins. (In-time 6.30 am & Out-time
8.00 am)
Length of Highway Road 120 Km or 12 000 m
Traffic direction 2 ways
Number of Lanes in each direction 6 lanes ( 3 in each direction )
Vehicle type Cars, Private vehicles, Buses, Trucks etc.
Number of Vehicle Nodes on Highway 1200
Speed of Vehicle nodes 40 – 120 km/h,
Communication Protocol 802.11p and STDMA
Traffic type UDP
Packet sending frequency 5 Hz, 10 Hz
Packet length 100 bytes (Ratio 30% vehicles), 300 bytes
(Ratio 40% vehicles) and 500 bytes (Ratio
30% vehicles).
Transfer Rate 3 Mbps
Slot time, Tslot 9µs
SIFS, TSIFS 16µs
CWmin 3
CWmax Not used
Communication Range 250 meter, 500 meter
Backoff Time, TBackoff 0,9,18,27 µs
AIFS (listening time before sending)
CSMA parameter
34 µs (highest priority)
STDMA frame size 1 s
No of slots in the STDMA frame 3076 slots (100 byte packets), 1165 slots (300
byte), 718 slots (500 byte)
Table 2. Simulation parameter setting for Mumbai-Pune Highway Road scenario simulation
Fig. 10: Simulation Setup.

161
We used in our CSMA simulations, all vehicles use the MAC method of 802.11p, and hence each
vehicle must listen before sending and backoff if the channel is busy or becomes busy during the
automatic identification system. A broadcast packet will experience at most one backoff
procedure due to the lack of ACKs in a broadcast system. The contention window will never be
doubled since at most one failed channel access attempt can occur. In the Table 3, parameters
used in the simulation of 802.11p are listed. Since all data traffic in our simulation scenario has
the same priority, only the highest priority automatic identification system and CWmin have been
used and therefore all transmitters will have the same TAIFS value (34µs). The backoff time is the
product of the slot time, Tslot, and a random integer uniformly distributed in the interval [0,3]
implying four possible backoff times, Tbackoff: 0,9,18 and 27 µs respectively. In Fig. 5, a flow
diagram presents the CSMA procedure in the broadcast situation with periodic location messages
from every vehicle node. The “Next data packet arrived?” box tests if the new location message
has arrived from the layer above the MAC layer, in which case the old data packet awaiting
channel access is outdated and will be dropped.
The STDMA algorithm found in automatic identification system cannot be used right away since
the dynamics of a vehicular ad-hoc network and a shipping network are quite different. The
automatic identification system is using lower frequencies for transmission to reach further away
and the ships need to know much further ahead about ships in the vicinity to take the right
decisions early on. There is a natural inertia inherent in a shipping system that is not present in
the vehicular environment. i.e. braking a truck and turning a ship in an emergency situation are
two very different tasks. We have much shorter time frames to work within the vehicular ad-hoc
network environment. Both MAC protocols used in the simulation are assumed to use the same
physical layer from 802.11p. The frame duration, Tframe, in our simulated STDMA scheme has
been set to 1 second and the number of slots is changed inside the frame to cater for different
packet lengths. A transfer rate, R of 3 Mbps has been used and this rate is available with the PHY
layer of 802.11p, which has support for eight transfer rates in total where 3 Mbps is the lowest.
This choice is made since the system under consideration requires high reliability rather than high
throughput, and the lowest transfer rate has the most robust modulation and coding scheme. In the
STDMA simulations, the vehicles will go through three phases: initialization, network entry and
first frame, before it ends up in the continuous operations. The phases are described in Fig.10 the
continuous operation phase. The vehicle stays in the continuous phase after it has been through
the other three. STDMA always guarantees channel access even when all slots are occupied
within an SI, in which case a slot belonging to the vehicle node located furthest away will be
selected. The time parameters involved in the simulation are selected from the PHY specification
of 802.11p. The CSMA transmission time, TCSMA, consists of an AIFS period TAIFS in 34µs, a 20
µs preamble, Tpreamble, and the actual data packet transmission, Tpacket. The STDMA transmission
time, TSTDMA, which is the same as the slot time, consist of two guard times, TGT, of 3 µs each,
Tpreamble, Tpacket, and two SIFS periods, TSIFS of 16 µs each derived from the PHY layer in use. SIFS
stands for short interframe space and accounts for the transceiver to switch from sending to
receiving state and vice versa plus the MAC processing delay. The total transmission time for
CSMA is
TCSMA = TAIFS + Tpreamble + Tpacket Eqn 3
and the total transmission time for STDMA is
TSTDMA = 2 TGT + 2 TSIFS + Tpreamble + Tpacket Eqn 4

162
In Table 3 the different timing parameters are shown for different data packets.
Packet Length N
(byte)
Tpacket (µs) TCSMA (µs) TSTDMA (µs) No. of slots
100 267 321 325 3076
300 800 854 858 1165
500 1333 1387 1391 718
Table 3: The transmission times for CSMA and STDMA.
We have assumed that all the vehicles nodes in the system are perfectly synchronized with each
other in both MAC protocol scenarios and that in the STDMA case they are also aware of when
the frame starts and how many time slots it contains. The delay that takes to a packet sent from
the transmitting vehicle until it is decoded by the receiving vehicle at the MAC layer level. This
measure shows not only the delay, but also the reliability of the messages since it takes into
account the interference at the MAC level caused by other vehicles.
This delay is expressed as:
TMM=Tca + Tp +Tdec Eqn 5
At the receiver side, to be a packet candidate to be decoded and sent to higher layers, it should
have arrived within 100 ms, which is the maximum allowed delay at the receiver vehicle for
CAM messages to be considered.
The values analyzed from this performance indicator are the mean values of TMM for a concrete
message transmitted by a concrete vehicle to all of the receiver vehicles.
4 RESULTS
We evaluate CSMA and STDMA in terms of channel access delay. Simulations have been carried
out with the parameter settings in Table 2, considering 10 different scenarios. Data from the
simulations have been collected only when the Mumbai-Pune highway road was filled with
vehicles i.e. during peak hours. The results from all 10 simulated scenarios using CSMA are
shown in Table 4 where the numbers represent the data packet drops in percent. A data packet is
dropped or discarded by the vehicle node when the next data packet is generated. The old data
packet is dropped because a newer data packet with more accurate location data has arrived from
the application within the vehicle node. We consider the channel access delay to be infinite for
dropped data packets.

163
Fig.11 Mac-to-Mac (E2E) Delay
CSMA Sensing range
500 meter 1000 meter
Data Packet Rate 5Hz 10 Hz 5Hz 10 Hz
Packet length 100 byte 0% 0% 0% 0%
300 byte 0% 0% 0% 36%
500 byte 0% 23% 34% 54%
Table 4: Packet drops on average for different data traffic scenarios.
From Table 4 it can be seen that, if 500 byte long data packets are sent every 100ms and the
sensing range is 1000 meters, only 48% of the channel access request will result in actual channel
access for 802.11p. But, this value is averaged over all transmissions made by all vehicles in the
system which means that certain nodes experience an even worse situation. In Fig. 12, the best
and worst performance experienced by a single user is depicted together with the average for all
users in the system. In the worst case, a vehicle node achieves successful channel access only
16% of the time i.e. 80% of all generated packets in this vehicle node are dropped. When the
sensing range is 1000 meters, a vehicle node will complete for the channel with approximately
230 other vehicle nodes.
0
20
40
60
80
100
0 5 10 15 20 25 30
Delay (ms)
Probabilityofchannelaccess
Best Case
Average
Worst Case
Fig. 12: Channel access delay in CSMA with a sensing range of 1000m, report rate 10HZ and packet length
500 byte.

164
In fig. 13, the results from a sensing range of 500 m are depicted, and the worst-case vehicle
nodes are experiencing data packets drops 55%. In this scenario, approximately 115 vehicle
nodes are competing for channel access.
0
10
20
30
40
50
0 10 20 30 40 50
Delay (ms)
Probabilityofchannelaccess
Best Case
Average
Worst Case
Fig 13 Channel access delay in CSMA with a sensing range of 500m, report rate 10HZ and packet length
500 byte.
When 500 bytes long packets are sent 10 times per second and the nodes have a sensing range in
1 km since this corresponds to the largest bandwidth requirements per unit area. MAC can handle
70 nodes that are in communication range of each other without packet collisions. Simulation
contains situations that are overloaded and a node has 210 neighbors within communication range
when the range is 1km, and consequently some packet drops takes place.
Cumulative distribution functions (CDFs) for the channel access delay is
FTacc(x)=Pr{Tacc<x} Eqn 6 ,
0
100
200
300
400
0 20 40 60 80 100
C
D
F
D
e
l
a
y
(
m
s
)
Delay (ms)
Sensing range = 500 m
best case
average case
worst case
Fig. 14 - a. Sensing Range 500 meters

165
0
20
40
60
80
0 20 40 60 80 100
C
D
F
D
e
l
a
y
(m
s
)
Delay (ms)
worst case
average case
best case
Fig. 14 b Sensing Range 1000 meters
for CSMA as in fig 14 (a,& b) for different sensing ranges. Simulation statistics were collected
from middle of the of the highway with the vehicle traffic. Dropped packets are considered to
have infinite delays. Three plots in the figure represent CDF for the node performance in best
average and worst case for different sensing range. In best case only 5% of generated and send
packets are dropped while in worst case 65% to 70% packets are dropped for sensing range of
500 meters and 50% to 55% packets are dropped in average case for sensing range of 1000
meters. Lose of many consecutive packets which will make the node invisible to the surrounding
vehicles for a period of time. CDF for number of consecutive packet drops is in fig 18. For
different sensing ranges. In worst case a node can drop 100 consecutive packets, implying
invisibility for over 10 seconds.
0
0.5
1
1.5
2
0 5 10 15 20 25
C
D
F
N
O
.
o
f
P
a
c
k
e
t
s
D
r
o
p
p
e
d
Number of Packets Dropped
NO. of Packets Dropped
Sensing range =1000 m
Fig. 15 Number of Packets dropped due to no channel access
The STDMA algorithm will always ensure that a vehicle node requesting channel access will be
granted channel access and thus no packets are dropped. If all slots within SI are occupied, the
node searching for a new node will select a slot belonging to another node. Since a vehicle node
using STDMA always achieves channel access by sharing a slot with a node located far away, it
is instead interesting to see how many slots that are reused in this way and how far away nodes

166
sharing a slot are. Simulations have been carried out with the same parameter settings found in
table 2. The STDMA frame size of 1 s was kept constant while the number of slots changed for
different packet sizes. The results from the STDMA simulations are found in table 5, where the
percentage of slots being reused within sensing range is tabulated. In the case with a sensing
range of 1000 meter and 10 Hz data rate, 30% of all slots are reused within sensing range. The
average distance between two vehicle nodes utilizing the same slot is approx. 800 meters. The
number of nodes within sensing range is the same as in the CSMA case i.e. 230 nodes for 1000
meter and 115 nodes for 500 meter.
STDMA Sensing range
500 meter 1000 meter
Data Packet Rate 5Hz 10 Hz 5Hz 10 Hz
Packet length 100 byte 0% 0% 0% 0%
300 byte 0% 0% 0% 0.1%
500 byte 0% 1% 0% 30%
Table 5.STDMA results in terms of slot reuse.
STDMA algorithm grants packets channel access since slots are reused if all slots are currently
occupied within selection interval of the node. Node will choose the slot that is located furthest
away hence there will be no packet drops at sending side when using STDMA and channel delay
is small. Fig 15 the CDF channel delay for STDMA for all nodes will choose a slot for
transmission during selection interval therefore CDF for Tacc in STDMA is sending at unity after
a finite delay compared to CDF for Tacc in CSMA.
0
2
4
6
8
10
SIlower*TSTDMA SIupper*TSTDMA
C
D
F
D
e
l
a
y
i
n
S
T
D
M
A Delay (ms)
Channel Access Delay
Fig. 16 CDF for channel access delay in STDMA
Fig.17 the CDF for the minimum distance between two nodes which utilizing the same slot within
the sensing range is depicted for different packet lengths. When smaller packets size more nodes
can be handled by the network. When long packets are used, the distance between two nodes
intentionally reusing the same slot is reduced. In CSMA/CA, all channel requests did not make it

167
to a channel access and then nodes drop packets. In CSMA/CA there is risk when nodes gets the
channel access someone else also sends the packet and collision occurs. This is due to the fact
that nodes can experience the channel idle at the same time, or ongoing transmission is not
detected.
0
5
10
15
0 100 200 300 400 500
C
D
F
f
o
r
d
i
s
t
a
n
c
e
Minimum Distance between two nodes m/s
STDMA
Fig. 17. Utilizing the same time slot in STDMA to find minimum distance between two nodes.
Fig. 18 the CDF for minimum distance between two nodes in CSMA/CA highway scenario
sending at the same time for three different packets lengths with different ratio as shown in table
above. The minimum distance can be interpreted as the distance between the nodes whose
packets will, on the average, interfere the most with each other. 500 bytes, 1km sensing range
scenario, about 47% of the channel requests were granted and hence we conclude that the
transmitted packets will be interfered by another transmission within 500 meters in 53% of the
cases.
0
5
10
15
20
0 100 200 300 400 500
C
D
F
f
o
r
d
i
s
t
a
n
c
e
Distancebetween two nodes (m/s)
CSMA/CA
Fig. 18 Sending at the same time in CSMA/CA using 500 bytes packets.10 Hz, sensing range 1km.
5 CONCLUSIONS
In future traffic safety system can be classified as real-time systems which mean that the data
traffic sent on the wireless channel has a deadline. The most important component of a real-time
vehicle-to-vehicle communication system is the MAC protocol method. In this paper, two MAC

168
methods have been evaluated according to their ability to meet the real-time communication
deadlines. The MAC of the vehicular communication standard IEEE 802.11p CSMA was
examined through simulation, and the results indicate severe performance degradation for a
heavily loaded system, both for individual nodes and for the system. The simulations show that
802.11p is not suitable for periodic location messages in a Mumbai-pune highway road scenario,
if the network load is high since some nodes will drop over 80% of their data packets. Location
messages will be a central part of vehicle communication systems and much traffic safety
application will depend on locations. The simulation results indicate how 802.11p should be
configured in order to avoid severe performance loss; short packet lengths together with a low
frequency range. It should be noted though that if retransmissions are used to increase reliability,
the system will be heavily loaded already at low frequencies. The main drawback with CSMA is
its unpredictable behavior. This implies that CSMA is unsuitable for real-time vehicle-to-vehicle
communication data traffic. STDMA algorithm scheme will always have grant channel access to
the number of vehicle nodes. If all slots are occupied, a vehicle node will use the same slot as
another vehicle node which is situated far away from it. The worst case access time in STDMA is
thus bounded and equal to the listening period plus a nominal increment. From a sending
perspective STDMA outperforms CSMA during high utilization periods. The reuse of slots in
STDMA is not noticeable until 500 byte long packets and an inter-arrival time of 100ms with a
sensing range of 1000 meter are used. Then 30% of all slots are reused within sensing range
implying a potential increase in interference, but no data packet drops. This is much better then
CSMA algorithm using the same data traffic model since increased interference can be combined
with coding and diversity, but the 53% packet drops in the corresponding CSMA scenario are
lost.
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Authors
Prof. Vaishali Dinesh Khiarnar
She is a research scholar in Institute of Technology under Nirma University- Ahmadabad
under theguidance of Dr. Ketan Kotecha. Her areas of interest are wireless communication,
VANET, Storage etc. She has total 13 years of teaching experience and currently working as
HOD of IT department in Terna Engineering College under Mumbai University
Dr. Ketan Kotecha
He is Director of Institute of Technology under Nirma University- Ahmadabad. He has total
14 years of teaching experience and he has guided several students for PG and Ph.D
students.

Performance of Vehicle-to-Vehicle Communication using IEEE 802.11p in Vehicular Ad-hoc Network Environment

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