PERFORMANCE EVALUATION OF DATA DISSEMINATIONS

FOR VEHICULAR AD HOC NETWORKS IN HIGHWAY SCENARIOS

XIONG Wei a, *, LI Qing-Quan b
a

School of Electronic Information (EIS), Wuhan University, Wuhan, 430079, China [email protected]
National Laboratory for Information Engineering in Surveying, Mapping and Remote Sensing (LIESMRS), Wuhan
University, Wuhan, 430079, China [email protected]

Commission I, ThS-1
KEY WORDS: Data Dissemination, Network Simulation, Performance Evaluation, Routing Protocols, Vehicular Ad Hoc
Networks

ABSTRACT:
A vehicular ad hoc network (VANET) is a relatively new term for an old technology a network that does not rely on pre-existing
infrastructure. When integrated into the intelligent transportation systems (ITS), it can provide direct vehicle-to-vehicle (V2V) and
vehicle-to-infrastructure (V2I) communications, thereby can greatly improve the safety and efficiency of road traffic. The emerging
and promising VANET technology is distinguished from mobile ad hoc networks (MANET) and wireless sensor networks (WSN) by
large-scale deployed autonomous nodes with abundant exterior assisted information, high mobility with an organized but
constrained pattern, frequently changed network topology leading to frequent network fragmentation, and varying drivers behavior
factors. Without the presence of centralized entities such as base stations, mobile hosts also need to operate as routers in order to
maintain network connectivity. Therefore, various ad hoc routing protocols have been proposed, but there have previously been few
studies on how the specific mobility patterns of vehicles may influence the protocols performance and applicability. In this paper,
we compare and evaluate the performance of following routing protocols: AODV, DSDV, and DSR. A variety of highway scenarios,
characterized by the mobility, load, and size of the network were simulated. Our results indicate that those routing protocols
dedicated for MANET is unsuitable for VANET scenarios in terms of packet delivery ratio, routing load, and end-to-end delay.

1. INTRODUCTION
A vehicular ad hoc network (VANET) is a specific form of
packet radio networks (PRNET), as the practical application of
mobile ad hoc networks (MANET) and wireless sensor
networks (WSN) on intelligent transportation systems (ITS), it
can provide direct communications among nearby vehicles,
referred to as vehicle-to-vehicle (V2V) communications, and
between vehicles and nearby fixed equipment, referred to as
vehicle-to-infrastructure (V2I) communications, thereby can
rapidly deploy a self-organizing, non-infrastructure, multi-hop,
cost-free, open, and distributed inter-vehicle communication
(IVC) networks based on pre-established road layouts.
The emerging and promising VANET technology, which has
drawn tremendous attention from government, academics, and
industry in the past few years, has been envisioned as one of the
forefront research hotspots and increasingly available for a
large number of cutting-edge applications as diverse as
imminent collision warning and avoidance, forward obstacle
detection and avoidance, emergency message dissemination,
intersection decision support, cooperative driving assistance,
traffic congestion advisory, dynamic route update, traveler and
tourist information, automated toll collection and parking
services, interactive multimedia and internet access.
Most of concerns of interest to MANET are of interest in
VANET; however, when compared to the former, the latter has
several salient characteristics, such as, large-scale deployed
autonomous nodes or terminals with abundant exterior assisted

information (e.g., in-vehicle global positioning system (GPS),

geographic information system (GIS), lidar, and video camera),
high mobility with an organized but constrained pattern (e.g.,
by being restricted to follow a paved highway), frequently
changed network topology leading to frequent network
fragmentation, and varying drivers behavior (e.g., direction/lane
changing or overtaking). Furthermore, the on-board unit (OBU)
and roadside unit (RSU), by which may provide mobile ad hoc
inter-connectivity, generally do not have distinct energy
constraints due to their access to external power supply systems.
Therefore, the conventional research dedicated for MANET
cannot be directly applied to VANET since those aforementioned characteristics are not well considered.
To facilitate the safe, secure, efficient, clean, and comfortable
mobility of people and goods, advanced communication and
information exchange between the key elements of the mobility
sector the user, the infrastructure, and the vehicle are
required. Nodes in VANET can communicate with each other at
any time and without any restriction, except for connectivity
limitations and subject to security provisions. Different mobility
patterns and radio propagation conditions can result in a spacetime varying network topology. A VANET, other than legacy
client-server (C/S) communications, is a peer-to-peer (P2P)
network which allows direct communications between any two
nodes. If there is no direct link between the source and the
destination, multi-hop routing is used. Various ad hoc network
routing protocols have been proposed in the literature, and can
be coarsely classified into topology-based and position-based
approaches (Mauve et al., 2001).

* XIONG Wei (phone: +86-27-68778035, fax: +86-27-68778043)

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Topology-based routing protocols, which can be further divided

into proactive, reactive, and hybrid approaches, use the
information about the links that exist in the network to perform
packet forwarding. Proactive routing protocols employ classical
routing strategies such as distance-vector routing (e.g., DSDV
(Perkins and Bhagwat, 1994)) or link-state routing (e.g., OLSR
(Clausen et al., 2003) and TBRPF (Ogier et al., 2000)). They
maintain routing information about the available paths in the
network even if these paths are not currently used. The main
drawback of these approaches is that the maintenance of unused
paths may occupy a significant part of the available bandwidth
if the topology of the network changes frequently (Das et al.,
2000b). Reactive routing protocols, such as AODV (Perkins and
Royer, 1999), DSR (Johnson and Maltz, 1996), and TORA
(Park and Corson, 1997), maintain only the routes that are
currently in use, thereby reducing the burden on the network
when only a small subset of all available routes is in use at any
time. Hybrid routing protocols, such as ZRP (Haas and
Pearlman, 2001), combine local proactive routing and global
reactive routing strategy in order to achieve a higher level of
efficiency and scalability.
Position-based routing protocols require additional information
about geographical position of participating nodes. Commonly,
each node determines its own position through the use of GPS,
and then made available to the adjacent neighbors in the form
of periodically transmitted beacons. A sort of location service is
used by the sender of a packet to determine the position of the
destination and to include it in the packets destination address.
The routing decision at each node is based on the destinations
position contained in the packet head and the position of the
forwarding nodes one-hop neighbors. Position-based routing
algorithms thus does not require establishment or maintenance
of routes, which means that nodes have neither to store routing
tables nor to transmit messages to keep routing tables up to date.
Examples for position-based routing protocols are DREAM
(Basagni et al., 1998), face-2 (Bose et al., 2001), GPSR (Karp
and Kung, 2000), and terminode routing (Blazevic et al., 2000).
The objective of this paper is to evaluate routing performance
of those two classes. We will mainly study and compare the
following algorithms knows as AODV, DSDV, and DSR, using
extensive simulation experiments. The remainder of this paper
is organized as follows: Section 2 outlines the related work,
Section 3 presents the simulation models, including highway
mobility and network evaluation models, Section 4 discusses
the simulation results, and Section 5 concludes the paper.

3 different communication pairs (10, 20, 30 traffic sources),

each sending 1, 4, and 8 packets per second (packet sizes of 64
and 1024 bytes). Packet delivery fraction, number of routing
packets transmitted, and distribution of path lengths were
chosen as the performance metrics. Simulation results
demonstrated that DSR and AODV performed significantly
better than DSDV, and TORA acted the worst in terms of
routing packet overhead. (Boukerche, 2002; Das et al., 2000a;
Johansson et al., 1999; Perkins et al., 2001) did similar
performance analysis of topology-based routing algorithms.
(Hsu et al., 2003) presented a comprehensive study on the
performance of topology-based routing protocols under realistic
network scenarios. The routing protocols used include AODV
(Perkins and Royer, 1999), DSR (Johnson and Maltz, 1996),
OLSR (Clausen et al., 2003), OSPF version 2 (which represents
a traditional wired link-state routing protocol), and ZRP (Haas
and Pearlman, 2001). The simulated mobility scenario, based on
a 4-hour field test, involved 1 static node (e.g., base station) and
19 mobile nodes, which follow a dual counter rotating ring
mobility pattern comprising of an inner loop and an outer loop.
The 14 outer loop nodes rotate clockwise whereas the 5 inner
loop nodes rotate counter-clockwise. Mobility of the nodes was
simulated using GPS logs and traffic patterns generated fell into
five categories, ranging from high rate traffic (120 or 200 kbps
of 1 KB packets) to low rate traffic (800 bps of 100 B packets).
The network throughput, packet delivery ratio, and end-to-end
delay were chosen as performance metrics. Simulation results
show that AODV performed to be vastly superior to the other
compared routing protocols in this type of scenario.
(Boukerche, 2004) presented an extensive simulation studies to
compare the performance of five routing protocols: AODV
(Perkins and Royer, 1999), PAODV (Pre-emptive AODV)
(Boukerche and Zhang, 2004), CBRP, DSR (Johnson and Maltz,
1996), and DSDV (Perkins and Bhagwat, 1994), using a variety
of workload and scenarios, such as mobility, load, and size of
the ad hoc networks. Simulation results indicated that despite
the improvement in reducing route request packets, CBRP has a
higher overhead than DSR because of its periodic hello
messages while AODVs end-to-end packet delay is the shortest
when compared to DSR and CBRP. PAODV has shown little
improvements over AODV.

2. RELATED WORK

(Choudhury and Vaidya, 2005) evaluated the impact of directional antennas on the performance of ad hoc routing (e.g., DSR,
which is originally designed for omnidirectional antennas). Performance evaluation suggested that using directional antennas
may not be suitable when the network is dense or linear;
however, the improvement in performance is encouraging for
networks with sparse and random topologies.

Several recent efforts are the most related to our work, as they
also use simulation-based methodology (e.g., NS-2 or QualNet).
(Broch et al., 1998) is the first to provide a realistic, quantitative
analysis comparing the relative performance of the four mobile
ad hoc network routing protocols (AODV (Perkins and Royer,
1999), DSDV (Perkins and Bhagwat, 1994), DSR (Johnson and
Maltz, 1996), and TORA (Park and Corson, 1997)). They
simulated 50 wireless nodes, moving according to the random
waypoint (RWP) model over a rectangular (1500m 300m) flat
space for 900 seconds. The mobility patterns were generated
with 7 different pause time (0, 30, 60, 120, 300, 600, and 900
seconds) and with 2 different maximum node speed (1 and 20
mps). The type of communication patterns was chosen to be
constant bit rate (CBR), and the parameters experimented with

More recent work on performance evaluation and comparisons

of routing protocols in mobile ad hoc networks include (Lahde,
2007; Peiyan and Layuan, 2006; Trung et al., 2007). While
communication between vehicles is frequently mentioned as a
target for ad hoc routing protocols, there have previously been
few studies on how the specific mobility patterns of vehicles
may influence the protocols performance and applicability.
Typically, the behavior of routing protocols for mobile ad hoc
networks is analyzed based on the assumption that nodes in the
networks follow the random waypoint model (Bettstetter et al.,
2004; Bettstetter et al., 2003). Since this movement pattern of
nodes has no similarity to the behavior of vehicles, the random
waypoint model seems to be inappropriate to investigate the
characteristics of vehicular ad hoc networks or to determine

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which data dissemination protocols are suitable for vehicular ad

hoc networks.

following model. As shown in figure 1, the instantaneous acceleration of vehicle i is denoted as follows:

To the best of our knowledge, (Fler et al., 2002) analyzed the

quantitative behavior of ad hoc routing algorithms for data
dissemination between vehicles, and evaluated the performance
of a reactive ad hoc routing protocol (DSR (Johnson and Maltz,
1996)) and of a position-based approach (GPSR/RLS (Karp and
Kung, 2000)). Simulation results suggested that position-based
ad hoc routing protocol has significant advantages over reactive
non-position-based approach. In contrast to highway scenarios,
(Lochert et al., 2003) first evaluated ad hoc routing protocols
over a realistic vehicle mobility pattern for a city scenario, and
presented a simulation study that compares a position-based
routing (GSR) approach with classical ad hoc routing methods
(AODV(Perkins and Royer, 1999) and DSR(Johnson and Maltz,
1996)). Simulation results also demonstrated that position-based
routing outperforms topology-based approaches with respect to
delivery rate and latency.
(Jaap et al., 2005) also evaluated the performance of routing
protocols (AODV(Perkins and Royer, 1999), DSR(Johnson and
Maltz, 1996), FSR, and TORA(Park and Corson, 1997)) in city
traffic scenarios, and found out that TORA is completely
unsuitable for vehicular environment, whereas AODV and FSR
showed promising results, DSR suffered from very high end-toend delay.
(Naumov et al., 2006) studied the behavior of routing protocols
(AODV(Perkins and Royer, 1999) and GPSR(Karp and Kung,
2000)) in an inner city environment and on a highway segment
by using realistic mobility traces obtained from a microscopic
vehicular traffic simulation on real road maps of Switzerland.
Both exhibit serious performance problems in the investigated
VANET scenarios.

vi(t)
i

vi-1(t)

vi+1(t)

i-1

i+1

xi-1(t)

xi(t)

Figure 1. A segment of highway scenarios

v s* (v , v ) 2
(i )
i
i
1 (ii )
vi IDM (vi , si , vi ) = amax
(1)
si
vdes

where, v is the current instantaneous speed
vdes is the desired velocity
v is the velocity difference (approaching velocity) to
the preceding vehicle
amax is the maximum acceleration
is the acceleration exponent
s* and s are the desired distance and actual distance gap
between adjacent vehicles on the same lane, respectively;
subscript i or superscript (i) represents corresponding
parameters of the vehicle i.
The first two items interpret the vehicles running acceleration
on freeways, and the third describes the desired deceleration in
case of vehicle i approaches to the vehicle in front. The desired
distance gap of vehicle i is denoted as follows:

3. SIMULATION MODELS
3.1 Highway mobility model
Vehicular mobility models can be classified as macroscopic and
microscopic(Haerri et al., 2006).When following a macroscopic
approach, motion constraints (e.g., roads, crossings and traffic
lights) are considered and generation of vehicular traffic (e.g.,
traffic density, traffic flows, and vehicle distributions) are also
defined. In contrast, with a microscopic approach the movement
of each individual vehicle and the vehicle behavior with respect
to others are determined. It is obvious that the combination of
micro-macro approach is more suitable for vehicular mobility
model. We developed a mobility scenario for highway traffic in
China, which is modeled as 2 2 scenario, viz. bidirectional,
two lanes each scenario. Vehicles can move along roadways
with high speed towards the two opposite directions, which are
separated by the median zone. The two lanes in each direction
can be further divided into normal-speed (right-hand side) and
overtaking (left-hand side). We depict our highway scenario in
Figure 1, without loss of generality. The width of each lane and
median is taken as 3.75m and 2.00m, respectively.
In our highway scenarios, we assume that all vehicles follow
the directional mobility model, in which each vehicle randomly
selects a waypoint ahead in the same direction and then moves
from its current position to the selected waypoint. The running
speed is determined by the intelligent driver model (IDM)
(Treiber et al., 2000), which belongs to the class of car-

s* IDM (v, v) = s0( i ) + s1(i )

v
v v
+ T (i )v +
(i )
vdes
2 a (i )b(i )

(2)

where, both s0 and s1 are the jam distance

T is the safe time headway
a is the maximum acceleration
b is the desired deceleration
3.2 Network evaluation model
The network evaluation model assumes that all the vehicles are
equipped with wireless transceivers, by which can dynamically
construct ad hoc networks on the fly. The nodes in the network
act as either a host (sender/receiver) or a router to perform data
disseminations. We model the network as a communication
graph G={V(G), E(G)}, where the vertex set V(G)={v1, v2, ,
vn} represents all the participating vehicles in the network, and
the edge set E(G)={(vi, vj) | distance(vi, vj) R and i j}
represents all the communication links between corresponding
nodes if and only if both are within the transmission range R of
each other; thereinto, distance(vi, vj) is defined as the Euclidean

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distance of node vi and vj. At each simulated timestamp, the

network model tries to construct the graph G by searching for a
path that connects each communication pair. The existence of
such paths indicate the possibility of routing data packets along
the path.
Supposing that the width of a road is far less than the range of
radio frequency (RF), the IVC networks constructed in highway
scenarios can be regarded as 1-dimensional (Franz et al., 2005),
and the destination is located either in front of the sender or
somewhere behind. To make it easier to understand, we propose
the following assumptions:
Not considering the multipath effects, which is the term
given to the phenomenon where a radio signal arrives at the
receiving antenna after being reflected off a surface, so if
two arbitrary nodes located within the transmission range of
each other, we deem that only one wireless communication
link exists.
Symmetrical link path, which mainly appears that the bandwidth and the radio transmission range of all the nodes in
the network are symmetrical. If node A can communicate
with node B, then node B can also communicate with node
A.
Considering border effects, which we can disable the nodes
iff they are located out of the observation scenario at that
moment, thus they cannot participate in the network or forward the message.

4. SIMULATION RESULTS
To further study how the features of each protocol affect their
performance of data disseminations, we did an extensive
performance comparison using the implementations of these
protocols in ns-2 with CMU wireless extensions under Linux.
The common parameters we used in the simulations are listed in
Table 1.
We obtained the original mobility scenario from the FleetNet
(Fler et al., 2006) project, and the dataset comprises each
vehicles position (X), lane, speed, and acceleration values at
each timestamp. We preprocessed the data in accordance with
the highway scenarios in China. Due to the lane information
only in the dataset, the action of lane-changing is usually done
between the two adjacent simulation timesteps. We mapped
each vehicles lane into its position (Y) based on the system of
coordinates demonstrated in Figure 1, that is:

2(a) 10% communication pairs

PositionY = ( Lane m 0.5) LaneWidth 0.5 MedianWidth, Lane = 1, 2. (3)

Parameter
Channel type
Antenna model
Radio propagation model
Network interface type
Nominal radio range
MAC type
Interface queue type
Number of nodes
Simulation time
X dimension

Simulated Value
Wireless channel
Omnidirectional antenna
Two ray ground
Lucent WaveLAN (915MHz)
250m
IEEE 802.11 DCF
Priority queue (50 packets max.)
108/240/374/500
60s
12km

Table 1. Simulation parameters

The traffic sources are constant bit rate (CBR), generated with
the help of cbrgen.tcl script, and only 512-byte data packets are
used. The randomly chosen source-destination pairs are spread
in the network. The percentage of the communication pairs is
varied from 10% to 30% for evaluating the load of the network.
Three important performance metrics are evaluated:
Packet delivery fraction the ratio of the data packets
received to the data packets sent;
Normalized routing load the ratio of the routing packets
delivered to the data packets received;
Average end-to-end delay this includes all possible delays
caused by buffering during route discovery latency, queuing
at the interface queue, retransmission delays at the MAC,
and propagation time.
Figure 2 shows the packet delivery fraction of different ad hoc
routing protocols vs. number of nodes in the network; thereinto,
Figure 2(a) is for 10 percent of the communication pairs, 2(b) is
for 20 percent of the communication pairs, and 2(c) is for 30
percent of the communication pairs. We understand that AODV
and DSR have similar performance, the former outperforms the
latter for larger network size measured in the number of nodes,
whereas the latter outperforms the former for smaller network
size. The DSDV is totally unsuitable for our mobility scenarios,
especially in the case of higher percent of communication pairs
in networks, where no more than 35% of data packets delivered
successfully.

2(b) 20% communication pairs

Figure 2. Packet delivery ratio vs. number of nodes

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3(a) 10% communication pairs

3(b) 20% communication pairs

3(c) 30% communication pairs

Figure 3. Routing load vs. number of nodes

Figure 3 illustrates the routing load of different ad hoc routing

protocols vs. number of nodes in the network; thereinto, Figure
3(a) is for 10 percent of the communication pairs, 3(b) is for 20
percent of the communication pairs, and 3(c) is for 30 percent
of the communication pairs. We understand that the AODV in
general has higher routing request, especially for larger network
size and higher percentage of communication pairs. The DSDV
and DSR have a comparatively stable routing load overhead in
different mobility scenarios.

5. CONCLUSIONS
Recent advances in automobile electronics, wireless communication, and pervasive computing have enabled the development
of the vehicular ad hoc network (VANET), which is a brand
new term for an old technology a network that does not rely
on pre-established infrastructure or centralized administration.
When integrated into the intelligent transportation system (ITS),
it can provide direct vehicle-to-vehicle (V2V) and vehicle-toinfrastructure (V2I) communications, thereby can greatly improve the safety and efficiency of road traffic. However, many
problems remain to be solved before this emerging & promising
technology becomes a commonplace.
In this paper, we focus on the routing performance in vehicular
ad hoc networks. We present an extensive simulation studies to
compare the following routing protocols: AODV, DSDV, and
DSR, using a variety of highway scenarios, characterized by the
mobility, load, and size of the networks. Our simulation results
indicate that those routing protocols dedicated for MANET is
totally unsuitable for VANET scenarios in terms of packet
delivery ratio, routing load, and end-to-end delay.

ACKNOWLEDGEMENTS
This paper is partly supported by the National Natural Science
Foundation of China under Grant No.40571134; the National
Research Foundation for the Doctoral Program of Higher
Education of China under Grant No.20070486001; the Program
for Changjiang Scholars and Innovative Research Team in
University under Grant No.40721001.

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