Madhira Institute of Technology & Science, Kodad

1. INTRODUCTION
1.1 Introduction
The vehicle-to-vehicle (V2V) communication platform is currently a popular research topic, with several different approaches. Many approaches exist, each with a slightly different focus. Traffic safety enhancement is the driving factor in many approaches, typically leading to a solution where sensor data from vehicles and roadside units is used for providing accident and/or weather warnings to roadside units and vehicles. Similarly, observations of and information on traffic are used to increase efficiency of road network usage. Also, the capability for continuous communication is an important goal. However, bringing together the competing goals of instant data delivery required by safety applications and bidirectional data access with relatively high capacity has not gained much attention. In the Car link project the aim was to build more comprehensive solution for vehicle-to infrastructure (V2I) and V2V communication purposes. The main challenges in our approach were to tackle the communication environment between fast and independently moving vehicles, efficient and fast delivery of critical data regardless of the location or presence of other vehicles, and generation of services that not only enhance traffic safety and efficiency, but also thoroughly exploit our platform capabilities. We have also considered the special cases of commercial platform deployment phase and operation in rural areas where there is no high density base station network in use, but we should still be able to provide an (almost) equal level of services. The ultimate goal of this concept is to allow V2I and V2V communication. By aiming at architecture for a commercial platform, we cannot expect any company to deploy a high-density network throughout the operating area instantly, but instead need to provide a solution that can provide a decent level of operability with minor installations (coarse base station network) and expand it based on commercial success. For this purpose we have employed hybrid communication of General Packet Radio Service (GPRS) and wireless networking. Wireless networking stands for the ultimate communication platform, while GPRSs primary purpose is to provide an alternate communication solution for cases of system failures or out-of-range locations.
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Madhira Institute of Technology & Science, Kodad

Especially in the platform deployment phase and rural areas, GPRS plays an important role. In this article the concept of the Car link platform is presented. The simulations, pilot testing, and analysis evaluate the basic communication efficiency of the platform. The main motivation for vehicular communication systems is safety and eliminating the excessive cost of traffic collisions. According to World Health Organizations (WHO), road accidents annually cause approximately 1.2 million deaths worldwide; one fourth of all deaths caused by injury. Also about 50 million persons are injured in traffic accidents. If preventive measures are not taken road death is likely to become the third-leading cause of death in 2020 from ninth place in 1990 However the deaths caused by car crashes are in principle avoidable. US Department of Transport states that 21,000 of the annual 43,000 road accident deaths in the US are caused by roadway departures and intersection-related incidents. This number can be significantly lowered by deploying local warning systems through vehicular communications. Departing vehicles can inform other vehicles that they intend to depart the highway and arriving cars at intersections can send warning messages to other cars traversing that intersection. Studies show that in Western Europe a mere 5 km/hr decrease in average vehicle speeds could result in 25% decrease in deaths. Policing speed limits will be notably easier and more efficient using communication technologies. Although the main advantage of vehicular networks is safety improvements, there are several other benefits. Vehicular networks can help in avoiding congestion and finding better routes by processing real time data. This in return saves both time and fuel and has significant economic advantages.

1.2 Literature Review

Linkages between new transport technologies and analysis methods grow more strongly all the time. The development of a communications network on the roadway infrastructure and in the vehicles has the potential to improve transportation and quality of life in ways not imagined a generation ago.
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Madhira Institute of Technology & Science, Kodad

In the near future, vehicles will communicate with one another in a cooperative way in order to control speeds, obtain traffic information and to improve safety (eSafety). It is predicted that the urban infrastructure will have sensors that can communicate and interact with the vehicles, using traffic signals, traffic cameras, ramp meters, bus priority systems, etc. V2V (vehicle-to-vehicle) is a technology designed to allow vehicles to serve as data sensors and anonymously transmit traffic and road condition information from every major road within the transportation network. V2I (vehicle-to-infrastructure) is the direct wireless exchange of information between vehicles and the fixed infrastructure. From the literature review, it appears that V2V and V2I communication systems research has mostly focused on crash prevention, safety and traffic control. V2V is currently in active development by General Motors, which demonstrated the system in 2006. Other automakers working on V2V include BMW, Daimler, Honda, Mercedes and Volvo. In another development, the Portuguese Government intends to launch an identification chip in vehicles with information related to insurance and vehicle inspection status. It could be also used to pay tolls (green lane or virtual tolling). Portugal is the first country to create and test such an electronic identification system for vehicles. Nevertheless, there is no apparent application of the proposed technology in terms of communicating with other vehicles or receiving signals from the infrastructure or, moreover, give real-time information to the user about the vehicle performance / fuel use / emissions. More specifically, Santa et al. state that V2V communications are the main object of research nowadays, because V2I approximations are already being developed as commercial solutions. In the reliability of inter-vehicle communication in traffic stream was discussed and the information propagation in a traffic stream via inter-vehicle communication was analyzed. According to V2V is assumed to have a beneficial impact on traffic efficiency and road safety. Kang et al. reported on the direction of a ubiquitous transportation system (u- Transportation, based on the concept of ubiquitous computing technologies which is the latest emerging technology which enables human-computer interaction in everyday objects and activities) and were more focused on the description of traffic operation and management under u-Transportation.

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More recently, Rouphail and Hu have assessed the impact and benefits of uTransportation network using mesoscopic modeling, and plan to evaluate both operational and safety benefits of such a system for many types of road facilities, where the additional information could improve the human-based traffic performance. The closest contribution was the work of Ericsson et al. but that is not specifically focused on V2X technologies. The assessment of the impacts of short range communication technologies requires a micro or mesoscale approach; the macroscale approach may be too crude for this purpose. In particular, Vehicle Specific Power (VSP) is a methodology based in on-board emission measurements and is a function of vehicle speed, road grade, and acceleration, all of which can be determined from simulated vehicle trajectories in a microscopic simulation model.

1.3 Objectives
The fundamental goal of this research is to assess the value of new intelligent transportation system technologies in terms of their transportation impacts (such as traffic congestion and emissions) in order to test the hypothesis that the appropriate use of V2V and V2I communication technologies can positively influence the quality of urban travel, the quantity of fuel use and emissions from mobile sources. Changes in personal travel may change the total quantity of emissions, as well as their spatial and temporal patterns. This research will help identify the contribution of these new technologies as fundamental determinants of travel behavior, vehicle activity and on-road emissions. Traffic modeling will be developed, in order to characterize the effect of V2V and V2I information on driving pattern and route change. The modeling system will forecast energy and emissions under each scenario and quantify the uncertainty in the emissions estimates. The last step will be to compare scenarios and determine the statistical significance of the different levels of emissions. One of the major activities in the area of V2V communication is the Car-to-Car Communication Consortium (C2C-CC) driven by major car manufacturers, aiming to generate decentralized floating car data (FCD) communication capabilities between cars .

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The objective in C2C-CC is to provide mainly broadcast services, such as broadcasting accident warnings from car to car and roadside information from the traffic infrastructure to cars. In the field of telecommunications the aim is to support the standardization activities driven by IEEE (WAVE IEEE 802.11p, IEEE 802.11 a/b/g, IEEE 1609). In the Car link project compatibility between WAVE standards and C2C-CC work has always been an essential issue.

Figure 1.1 V2V Communication Applications

Courtesy: Daimler 2009

In the United States the department of transportation is coordinating the Vehicle Infrastructure Integration (VII) program, closely related to C2C-CC except that it is government supported and coordinated. VII supports V2I and V2V communications in the federally allocated 5.9 GHz bandwidth, also allocated by the European Union.

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The communication between vehicles and infrastructure is operated via dedicated shortrange communication (DSRC) as defined in IEEE 1609. Primary applications and targets are advisory (usually safety-related) messaging from infrastructure to vehicles, probing anonymous data from vehicles to infrastructure and other vehicles in a secure manner In the Car link project the VII has been seen as a parallel and mainly mutually compatible approach with C2C-CC work; therefore, compatibility with VII is maintained as high as possible. The European CVIS project generates an open standards-based communication, positioning, and networking platform for both V2V and V2I communication. Services provided are mainly related to traffic safety and control. The communication architecture is based on the CALM standard, bringing together different communication methods (IEEE 802.11p networking, second/ third generation [2G/3G] Global System for Mobile Communications [GSM]-based communication, and infrared [IR] communication) into a single architecture. The ultimate goal of parallel solutions is to provide an always connected system . In Japan a similar kind of traffic service communication platform is called VICS. VICS is a slightly older system, the main architecture concentrating only on communication between vehicles and infrastructure. However, the deployment rate of the solution is much higher than solutions in the United States and Europe The European COOPERS project is also developing a communication system for traffic environments, mainly to generate services relying on V2I communication (although V2V communication is also supported). The goal is to provide continuous wireless communication via DSRC technology, for services like accident and weather warnings and traffic management. The COOPERS solution uses multiple wireless technologies like CALMbased IR Wi-Fi communications and GSM/GPRS. While the CVIS and COOPERS projects are mainly focused on increasing the efficiency of the road network in Europe, the e-Safety initiative of the European Union and the EUs COMeSafety project are tightly focused on road safety enhancement. While COMeSafety is acting merely as a coordinating forum for related research, the SAFESPOT project represents a technical approach. SAFESPOT combines the sensor information gathered from both vehicles and roadside units into traffic incident and accident warnings
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A comparison of CVIS, SAFESPOT, and COOPERS is presented in .CVIS is seen as the core cooperative technology (with concept proof of the CALM standard), SAFESPOT as cooperative systems to process highly critical (vehicular) tasks, and COOPERS as a road operator interface to cooperative vehicular networking. The Car link project combines these elements in its own approach. A similar approach of cars distributing accident warning data V2V and even forwarding warnings car by car is presented in The LIWAS traffic warning system is designed to provide early warnings to vehicles about adverse road conditions like slippery road surfaces. Other approaches also exist, the most important ones being Prevent (aiming to control vehicles directly for, e.g., braking without driver command to avoid an accident), GST, NOW, and Sevecom. Most of the European activities in this area are more or less related to the C2C-CC work. Compared to the related work, the Car link approach has many similarities and even common elements with all of the related approaches. The main advantages of Car link are the open platform solution, the flexibility and scalability of the platform into different types of services and capacity/ communication requirements, and operation reliability based on dual radio communications.

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2. PLATFORM & SERVICES

2.1 Design Issues
The Car link platform is designed to provide an infrastructure to a wide community of commercial and governmental traffic and safety services. The platform itself is the key element, but the services created for the platform also have crucial roles. On one hand, they generate different ways to use and exploit the platform, proving its efficiency. But on the other hand, the services are the platforms showcase toward consumers; in order to interest consumers in purchasing the platform (and furthermore the vehicle industry in integrating platform equipment in vehicles), we had to have some key services interesting enough for consumers. We did not build up an extensive package of services, but just a couple of key services to prove the applicability, usefulness, and necessity of the platform. The (hybrid) platform, even with a low deployment rate is in our vision a so-called killer application, raising public interest and therefore commercial success, leading to large-scale deployment and generation of a wide spectrum of independent services.

Figure 2.1 Operational model of local RWS and incident warning service.

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The Wireless Traffic Service Platform is divided into three parts: the traffic service central unit (TSCU), the base station network with traffic service base stations (TSBSs), and mobile end users (MEUs) with ad hoc connectivity and (non-continuous) backbone network connectivity. Networking procedure can be bypassed with the parallel GPRS-based communication between the TSCU and the MEU. This channel has limited capacity but, due to its practically complete coverage (especially in rural areas), critical emergency data is delivered with low delay The local RWS is derived from the Finnish Meteorological Institutes (FMIs) road weather model presented in Fig. 2.2.

Figure 2.2 Schematic of the road weather model.

The effects of Atmosphere, traffic, turbulence, ground heat Transfer and surface heat transfer are considered, and presented in the figure. It is a one-dimensional Energy balance model that Calculates vertical heat transfer in the ground And at the ground-atmosphere interface, taking Into account the special conditions prevailing on the road surface and inside the ground below.

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The model also accounts for the effect of traffic Volume on the road. Output from a numerical Weather prediction (NWP) model is typically Used as a forcing at the upper boundary. The Basic horizontal resolution of FMIs present Road weather model was 10 km, which meansthat, in principle, the model cannot resolve Meteorological features beyond this spatial scale.

2.2 Technical Specifications

Two categories of draft standards provide outlines for vehicular networks. These standards constitute a category of IEEE standards for a special mode of operation of IEEE 802.11 for vehicular networks called Wireless Access in Vehicular Environments (WAVE). 802.11p is an extension to 802.11 Wireless LAN medium access layer (MAC) and physical layer (PHY) specification. As of November 2006 Draft 1.3 of this standard is approved . 802.11p aims to provide specifications needed for MAC and PHY layers for specific needs of vehicular networks. 1609 is a family of standards which deals with issues such as management and security of the network: y 1609.1 -Resource Manager: This standard provides a resource manager for WAVE, allowing communication between remote applications and vehicles. y y 1609.2 -Security Services for Applications and Management Messages 1609.3 -Networking Services: This standard addresses network layer issues in WAVE. y 1609.4 -Multi-channel Operation: This standard deals with communications through multiple channels. The current state of these standards is trial-use. A vehicular communication networks which complies with the above standards supports both vehicular on-board units (OBU) and roadside units (RSU). RSU acts similar to a wireless LAN access point and can provide communications with infrastructure. Also, if required, RSU must be able to allocate channels to OBUs. There is a third type of communicating nodes called Public Safety OBU (PSOBU) which is a vehicle with capabilities of providing services normally offered by RSU. These units are mainly utilized in police cars, fire trucks, and ambulances in emergency situations.

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As mentioned before DSRC provides several channels (seven 10 MHz channels in North America) for communications. Standards divide the channels into two categories: a control channel and service channels. Control channel is reserved for broadcasting and coordinating communications which generally takes place in other channels. Although DSRC devices are allowed to switch to a service channel, they must continuously monitor the control channel. There is no scanning and association as there is in normal 802.11. All such operations are done via a beacon sent by RSUs in the control channel. While OBUs and RSUs are allowed to broadcast messages in the control channels, only RSUs can send beacon messages. In North America DSRC devices operate over seven 10 MHz channels. Two of the channels are used solely for public safety applications which mean that they can only be used for communications of message with a certain priority or higher.Although 802.11p and 1609 drafts specify baselines for developing vehicular networks, many issues are not addressed yet and more research is required. The most popular wireless high-speed communication approaches nowadays are wireless local area networks (WLANs), also known as Wi-Fi, 802.11 standard families. The most common versions nowadays are the 802.11b and 802.11g Standards operating in the 2.4 GHz bandwidth and capable of up to 54 Mb/s (.11g) or 11 Mb/s (.11b) data speeds, respectively. The IEEE 802.16 family of standards specifies. The air interface of both the fixed and mobile broadband wireless access (BWA) systems for Supporting multimedia services. The WiMAX System is based on these technologies. IEEE 802.16-2004 for fixed and IEEE 802.16e for Mobile accesses are the IEEE standards that define the current structures of the WiMAX system. WiMAX has licensed worldwide spectrum allocations in the 2.3 GHz, 2.5 GHz, 3.3 GHz, and 3.5 GHz frequency bands and is capable of up to 31.68 Mb/s data rates with a single antenna system and up to 63.36 Mb/s with a multiple-antenna system. The WiMAX is capable of supporting fast moving users in a mesh network structure. Systems with users moving at speeds up to 60 Km/h has been reported.

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The IEEE standardization activity for the V2V communication environment is named WAVE (IEEE 802.11p).The underlying Technology in this standardization work is DSRC,Presented in IEEE 1609, which is essentially IEEE 802.11a adjusted for low-overhead operations. The primary purpose of DSRC is to Enhance public safety applications in order to save lives and improve traffic flow by V2V and Infrastructure-to-Vehicle communications. In the United States the 75 MHz channel is allocated for DSRC in the 5.9 GHz spectrum .

2.3 Service Specifications

The wide range of services provided by this V2V/ V2I interface is listed below:

Table 2.1 Car link services

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3. ARCHITECTURE & SYSTEM REVIEW

3.1 System Description
The Car link platform structure is illustrated in Fig. 2.1. The TSCU is on the top with connections to the Underlying service cores, local traffic weather service, and

incident/emergency warning service. The TSCU takes care of user management. As a central unit of the system, the TSCU maintains the Interdependencies of all platform elements. It also Stores all data gathered from the platform and forwards the appropriate data to services. The incident/emergency warning service Parameters are an airbag blast, a push of the emergency button in the car, car throwing, and the car stopping suddenly, all of them including the GPS location of the observed issue. The RWS Core includes a weather forecast model generating local road weather outlook based on FMIs operational Measurements. This model is supplemented with car measurements (temperature and GPS location of observations) to complement the weather information. The resulting local road weather information is delivered to the TSCU, responsible for forwarding this data to the vehicles through the platform. Similarly, the incident/ emergency warning service collects vehicle data to build up warnings for exact locations, returned to the TSCU. Depending on the significance of the warning, the TSCU selects the appropriate path for the warning data distribution..

Figure 3.1 Operational model of local RWS and incident warning service layout.

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The most critical warnings (e.g., accident location) are delivered through the GPRS connection as rapidly as possible, while more informative warnings can be distributed through the BSs The network of TSBSs below the TSCU (Fig.2.1) mainly act as data transmitters from theTSCU to the MEUs and vice versa. The TSBS also collects weather data itself and delivers it to the TSCU.

Figure 3.2 connectivity models

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The MEUs in vehicles are the users of the Car link platform, gathering data along the roads they are driving, delivering it up to the TSCU and the underlying services, and, finally, consuming Weather and warning information derived from the vehicle-based data. The parameters gathered from the vehicle are the temperatures, car throwing indicator, car sudden braking indicator, airbag blast notification, push of emergency Button notification and the GPS location for each data source. The WLAN/WiMAX and GPRS interfaces are used for communication With the TSBSs and TSCU.

Figure 3.3 connectivity models-web

3.2 Technical Requirements

The communication between the TSCU and TSBS occurs straightforwardly in the fixed network, posing no challenges. In the wireless communication between the TSBS and the MEUs, We do not require handoff of the connection, but the traffic speed (up to 100 km/h in our scenario) generates an extremely challenging element to our platform.

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However, ad hoc networking with handoff and seamless continuation of communication are important issues required in the final operative system. The most popular solution for Wireless communication is the Wi-Fi system, which is based on the IEEE 802.11 standard family. The latest version of the standard is IEEE 802.11g, capable of 54 Mb/s data speed and with a coverage up to at least 100 m (maximum range allowing only 1 Mb/s data speed). The use of this system at traffic speeds is a challenging task. The time a vehicle stays in the area of the base station is rather short for initiating the connection and carrying out data exchange. Also, IEEE 802.11g with carrier sense multiple access with collision avoidance (CSMA/CA) is not especially tailored for the quick connection creation of high-speed nodes. The 802.11 standardization forum has noted that existing 802.11 standards (a,b,g) are not optimal for fast nodes and is tackling the issue of vehicular communication, especially in the 802.11p standardization work, based on the IEEE 1609 standard family. However, during our project pilot definition components were not yet available. In our research Wi-Fi based on IEEE 802.11g stands for an existing communication product, while IEEE 802.11p represents the ultimate future solution, to be adapted as soon as available. In this we have analyzed 802.11g in the simulations developed in the NS-2 tool, in parallel with field measurements of Wi-Fi communication and pilot system analysis. One step further is wireless ad hoc communication between vehicles. The technical challenges here are basically the same as in BS-oriented Wi-Fi communication except that the encounter speed is doubled (and the communication time halved) because in the extreme situation both counterparts are moving in opposite directions. Hence, it is hard to enable fullscale ad hoc networking. In order to ensure platform operability we require at this point that the MEUs are only able to exchange their packed up-to-date data in an encounter, instead of true ad hoc networking. This way we extend the TSBS range by implementing one hop in the ad hoc network, from the vehicle receiving the TSBS transmission to a vehicle out of TSBS range. Finally, we need to ensure that the most crucial data will also be exchanged in the platform without any delay when there are no TSBSs nearby. For this purpose we use a standard GPRS data service. This solution guarantees the reliability required in this particular scenario, even if the capacity may be too low for all platform Services.
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4. PERFORMANCE ANALYSIS
4.1 Performance
The platforms operability has been analyzed in simulations with the NS-2 tool and parallel field measurements. The focus has been on rural areas with low BS density, since that is the challenging area in the deployment phase. The maximum throughput is defined to 54 Mb/s, based on IEEE 802.11g. Omnidirectional antennas with 500 m range are used throughout the simulations, and all vehicles and BSs have similar (single) transceiver units. We have defined two main simulation scenarios in the road containing four BSs with 1 km distance between each other. In one one-way traffic scenario, four or eight vehicles are traveling at 100 km/h speed through the road in one direction, while in the bidirectional traffic scenario there are two sets of either four or eight vehicles. The distances between consecutive vehicles were fixed to 100 m. The simulation system is a combination of V2I and V2V; we have the data source in the fixed network, delivering the data to the vehicles through BSs (V2I), and vehicles forward the data V2V to the destination node. The main results of the simulations are gathered in Table 4.1. It can be seen that the connection availability percentage during the simulation is slightly improved when the amount of nodes is increased, due to additional vehicles capability to forward data from vehicle to vehicle.The price of improved connectivity is decreased throughput as the packet forwardingalso uses the precious data capacity. Opposite to the former analysis, in the case of (bidirectional) 8 + 8 vehicles, the average connection availability decreases compared to the case of eight one way vehicles. The throughput saturates as 54 Mb/s data channel capacity is not sufficient to support large amounts of simultaneous connections with high data volumes. Therefore, even if connection availability is increased due to forwarding nodes, at a certain point the capacity limitations will ultimately also have a negative effect on connectivity. The supporting field measurements tested the data throughput limits of IEEE 802.11g when a vehicle is passing by either the BS (V2I) or another vehicle moving at the same speed (V2V).

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The field test goal was to prove the simulated conditions for a simple case, while simulations themselves emulate the scenario with more vehicles, BSs, and traffic in general. The measurements showed capacities up to 4.98 Mb/s in V2I communications and 3.59 Mb/s in V2V after the connection was established.

Table 4.1 Main results of the simulations.

Therefore, the performance decrease due to fastmoving vehicles is not very dramatic, and underlying assumptions built into the ns-2 simulation environment (operation with low-mobility nodes) remain valid. The connection establishment time increased and connection uptime decreased when the vehicle speed was increased. The appropriate performance was achieved with all speeds used, varying between 60 km/h and 104 km/h, respectively. We defined the appropriate performance in our case as reached when the set of pilot/developed services can be provided in such a way that a system user receives data fast enough to exploit the safety benefits. The ultimate test of the platform was conducted in the pilot platform, consisting of two vehicles, two TSBSs, and a TSCU, using IEEE 802.11g Wi-Fi and GPRS communications to provide the pilot system services listed in Table 4.1. The main data channel was Wi-Fi, but due to extremely low density of BSs, we relied on GPRS data communication most of the time. For communication between vehicles we used GPRS communication only, as we were concentrating on showing pilot services operability in general. The specific pilot services were tested one by one, and were found to operate adequately.
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We defined service operation as adequate when: The service response to impulse (e.g., vehicle throwing is noted when a driver turns the wheel roughly) is reliable (at least 90 percent success rate expected).Service data (incident/accident warning, weather data) is delivered to all vehicles/devices in the network within 5 s.

Table 4.2 Estimated effect of Carlink pilot system to the number of fatal accidents based on accident statistics in Finland

Wi-Fi communication clearly sped up data delivery to nearly instant response. With GPRS, it took several seconds from initiating a warning condition to see the warning on the screen; and for the example of danger in a chain accident of vehicles, the delay is too long. In the operational system on a crowded highway, the delay must be limited toless than a second in order to avoid (the main part of) chain accidents. With our pilot relying on GPRS most of the time this is not possible, but in the expected final system relying on a dense BS network and WiFi-based ad hoc networking between vehicles, this is the ultimate objective.

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As a final statement, the pilot system provided satisfactory performance (based on our adequate service operation definition above) in its limited scale. Based on the pilot system operability, and assuming a dense network of TSBSs in use, we estimated the effect of our pilot system on traffic fatalities. We used the statistics of fatalities in Finland for 2007, and estimated the effect of our services on each type of traffic fatality. As a result, based on the estimation shown in Table 4.2, we have estimated a 10 30 percent decrease of lives lost in traffic, which at its best would have been almost 100 persons in Finland for 2007. We find this result truly meaningful in the area of improving traffic safety.Obviously, only the operative final system will eventually prove the quality of the estimations.

Figure 4.1 simulation results for various no. of nodes

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5. APPLICATIONS
5.1 Applications
Vehicular communication networks will provide a wide range of applications with different characteristics. As these networks have not yet been implemented, a list of such applications is speculative and apt to change in the future (However safety, which is the main purpose of these networks, will most probably remain the most important applications). Furthermore some of these applications require technologies that are not available now. Ultimately we would like to delegate the full handling control of our cars to the vehicles themselves; somewhat similar to autopilot. The classifications of applications is not unique and many institutions involved in intelligent transportation systems propose their own set of applications and classifications. We classify the possible applications in the following categories:
Safety

Providing safety is the primary objective of vehicular communication networks. Vehicles who discover an imminent danger such as an obstacle inform others. Electronic sensors in each car can detect abrupt changes in path or speed and send an appropriate message to neighbors. Vehicles can notify close vehicles of the direction they are taking so the drivers can make better decisions; a more advanced version of turn signals. In more advanced systems, at intersections the system can decide which vehicle has the right to pass first and alert all the drivers. Some of the immediate applications are:
y y y y y y

Warnings on entering intersections. Warnings on departing the highways Obstacle discovery Sudden halts warnings Reporting accidents Lane change warnings

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Traffic management Traffic management is utilized by authorities to ease traffic flow and provide a real time response to congestions. Authorities may change traffic rules according to a specific situation such as hot pursuits and bad weather. Applications include:
y y y

Variable speed limits Adaptable traffic lights Accommodating ambulances, fire trucks, and police cars

Driver assistance systems Roadside units can provide drivers with information which help them in controlling the vehicle. Even in the absence of RSUs, small transmitters may be able to issue warnings such as bridge or tunnel height or gate width:
y y y y

Parking a vehicle Cruise control Lane keeping assistance Road sign recognition

Policing and enforcement Police can use vehicular communications in several ways:
y y y y

Surveillance Speed limit warnings Restricted entries Pull-over commands

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Pricing and payments

Electronic payment results in convenient payments and avoiding congestions caused by toll collection and makes pricing more manageable. For instance tolls can be variable for weekdays and weekends and during rush hours:
y y

Toll collecting Parking payments

Direction and route optimization

For reaching a destination there are usually many different routes. By collecting relevant information system can find the best paths in terms of travel time, expenses (such as toll and fuel),
Travel-related information

In an unfamiliar town drivers may be assisted to find relevant information about available services:
y y y y

Maps Business locations Car services Gas stations

General information services

As with many other communication networks, vehicular networks can be used to obtain various content and services (not directly related to traveling). In this respect there are numerous applications. In the case that wireless vehicular networks are integrated to the Internet, which is very likely, virtually every application that is currently used in the Internet will find its way to vehicular networks as well.
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However applications with lower bandwidth requirements are likely to become widespread sooner. Some applications can be:
y y y y

Web surfing File downloads Email Gaming

Automated highways

Automated highway is not yet realizable but nevertheless is an important application. In these highways the vehicles are able to cruise without help of their drivers. This is done by cooperation between vehicles. For example each vehicle knows the speed and direction of travel of its neighboring vehicles through communication with them. The status is updated frequently; therefore each vehicle can predict the future up to some necessary time and is able to make appropriate decisions in appropriate time. Because automated highways are not limited by human response time, much higher speeds will be possible. This application is virtually impossible without utilizing vehicular networks.

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6. FUTURE SCOPE & CHALLENGES

This project can be extended further to make accident free roads and automated teller vehicles. By extending this project the traffic diversion will be feasible task which ensures less inconvenience for the public. The remote location of the vehicles becomes easier. The voice calling protocols from the vehicles can be replaced with Voice over IP (VoIP) protocol which is fast efficient and the most reliable. However this project has many challenges. The vehicles can be very easily tracked so the target becomes simple for anti social elements. The spectrum of data communications will also be challenging in still developing countries like India. The bandwidth and signal strengths of the spectrum in rural areas are still poor.

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7. CONCLUSION
The Car link concept of a Hybrid wireless traffic service platform between cars. The ultimate goal was to create an intelligent Communication platform for vehicles where they can deliver their own observations of traffic and weather conditions to the platform core. This information is delivered back to the vehicles as analyzed (and forecast) information about road weather conditions and immediate incident Warnings. Compared to competitive solutions presented in related work, the Car link solution Showcases a true bidirectional communication entity for a variety of traffic and safety services. It has been shown that Car link presents a substantial Candidate solution for a comprehensive Vehicular communication entity, with clear potential to decrease accidents and lives lost in traffic.

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8. REFERENCES
1. T. Sukuvaara et al., Wireless Traffic Service Communication Platform for Cars, 2nd IEEE Wksp. Automotive Networking and Applications, Washington, DC., Nov.30, 2007 2. T. Sukuvaara et al., Advanced Wireless Vehicle Networking Platform for Real-Time Incident and Weather Information, 15TH World Congress on ITS, New York, Nov. 16 20, 2008. 3. IEEE 802.11p, Wireless Access for Vehicular Environments, draft standard. 4. IEEE P1609.1, IEEE Trial-Use Standard for Wireless Access in Vehicular Environments (WAVE) {Resource Manager},; IEEE P1609.3, IEEE Trial-Use Standard for Wireless Access in Vehicular Environments (WAVE) {Networking Services}.

Web References
y y y www.wikipedia.org www.google.co.in www.ieeexplore.org

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