JOURNAL OF INFORMATION AND COMMUNICATION TECHNOLOGIES, VOLUME 3, ISSUE 6, JUNE 2013 1

Modeling and Simulation of a Dynamic Model for Road Networks using Mobile Agents
Dr.T.Karthikeyan and S.Sujatha
AbstractThese Traffic Control on roads is a major problem in modern cities. Large amount of time and resources are exhausted during traveling because of traffic congestion. Identifying emergency vehicles and providing best path is also crucial for the success of any traffic management system. This paper proposed QoS Mobile Agent and implemented an integrated Linear Traffic Control Dynamic Model (LTCDM) by integrating the mobile agents like VAISTC4 agent[13], MATLB agent[21], PCM agent[22], FMSA agent and IMAC agent[23] in order to control traffic congestion, giving prioritization of emergency vehicles ,optimizing traffic issue considering velocity of vehicles and providing best path for the vehicles on road network. This linear dynamic model LTCDM also provides the better Quality of Service through the QoS Agents for road networks by improving safety applications, finding best route and driver comfort. An LTCDM is a multivariate model which uses a graph in which the vehicles are represented as nodes considering time series of flows at the various data collection site and uses finite capacity queuing theory. This dynamic & integrated model makes real time decision making based on the host architecture and road network loads and enhancing QoS by increasing throughput and scalability on road networks with the reduction of time delay and end-to-end delay..The open source macrosimulation tool AURORA ROAD NETWORK MODELER and the open-source microscopic space-continuous time-discrete vehicular traffic generator package SUMO is used for simulation to prove the significant performance of LTCDM based on the intelligent traffic & transportation scenario. Index TermsKeywords LTCDM, VAISTC4, FMSA, IMAC, MATLB, PCM, QoS

1 INTRODUCTION
Traffic Congestion is a major problem in Intelligent Transport systems on many roads worldwide. This has lead to the development of an integrated dynamic model LTCDM capable of capturing the communications be- tween the different network components. Not only can congestion be persistent which develops due to high density of traffic seen during peak commuting hours but it also can be non persistent due to such factors as lane closures, work zones, special events etc. The severi- ty and the location of non recurrent congestion is unpre- dictable. In this paper an integrated linear dynamic model LTCDM and other works in the literature dis- cusses the use of mobile agents. Stationary or fixed gateways around the sides of roads could provide con- nectivity to mobile nodes (vehicles) ,but are eventually unfeasible considering the infrastructure costs involved. In such scenario, all vehicles and road side wireless de- vices can form a pure mobile agent adhoc network to perform vehicle to vehicle communications and achieve certain goal. In this paper nodes and vehicles are used interchangeably. The remainder of this paper is structured as follows. In Section II, we provide a literature review of the queuing model and other mobile agents for traffic optimization and control methodologies which we consider part of the back- ground of this paper. In Section III, we discuss the func-

tioning of QoS Agent and Section IV gives a brief over- view of LTCDM Model and its integration. Section V demonstrates how the model is implemented and its experimental results by using open source simulator tool. Finally Section VI concludes the discussion of the use of LTCDM for improving the QOS and ideas for fu- ture research in this area.

2 LITERATURE REVIEW
Gabriella Bretti et al[4] proposed a new simulation algo- rithm based on fluid dynamics that consists of numerical solutions for supporting control and solving traffic flow problems on road networks. The distinctive feature of their approach is mainly based on macroscopic fluid dynamic model. In this paper they have discussed that once congestion occurs the best effort traffic is rate con- trolled by calculating optimal path through a loaded network.Catriona M Queen and Casper J Albers [2] pro- posed a graphical dynamic model approach for traffic congestion forecasting traffic flows in road networks. The model worked in real time as required by any traffic management and intelligent system. They have also il- lustrated the models performance for forecasting hourly traffic flows for the particular network over a fixed time period of week days. They have proved that the models performance may also be improved by using interven- tion in the parameters of the system equation.Mahyar Movahad Nejad et al [11] proposed two state space re- duction approaches employing knowledge discovery and mathematical programming to improve the perfor-

Dr.T.Karthikeyan,Associate Professor,Department of Computer Science,PSG College of Arts and Science,Coimbatore,India. S.Sujatha,Associate Professor,School of Information Technology & Science,Dr.G.R.damoadaran College of Science,Coimbatore,India.

mances of the proposed approach across road network. In future they will extend the results to road networks with more general models focusing on the development of routing algorithms.R.Mynuddin Sulthani et al[19] proposed a QoS architecture for mobile adhoc networks. They have identified the messages with good delivery probability and transmitted through the path with high average node delivery index. They have also developed call admission control scheme in which calls are admit- ted based on the bandwidth availability of the path. Once if there is any congestion issue, the traffic rate is controlled by freeing the bandwidth for the real time flow I the existing network scheme.[10] In this paper, we explored an integrated dynamic model LTCDM that can automatically control the traffic conges- tion and enhancing the QoS by finding the best alternate route immediately for the vehicles in the existing scenar- io by QoS Mobile Agent.

QoS Mobile Agent

Service Server

Service Signer

Parent Service Server

Registration Initiation Registration Acknowledgrment Service Advertisement Service Authorization Service forward to Parent Service Server Service Notification

Service Registry

3 FUNCTIONING OF QOS AGENT

The QoS Agent is the measure of a service offered by the road network to the user. The QoS Agent coordinating with the LTCDM Model is responsible for flexibility, scalability, efficiency, adaptability, reusability and main- tainability.The QoS Agent initiates the registration pro- cess by sending request to service server maintained in traffic polls. Once the request is received by services server, the registration acknowledgement is sent by the server to QoS agent. Then the Agent advertises the ser- vice to server and should be authorized by service sign- er. The authorized service is forwarded to parent service server which is fixed in RFID station. Figure 1: Registration Initiation of QoS Agent The server in RFID Station sends a notification to child server and finally the acknowledged registration confir- mation is sent to QoS agent at the first stage.At the se- cond stage the QoS Agent sends a service request in or- der to locate the service in the local service server and remote service server. If there is match between the re- quest of service sent by QoS Agent and services in local server then the locate() is invoked to provide the solu- tion for the existing scenario on the road network. If there is no match, then the service is forwarded to the remote service server that is maintained in RFID Station and finds for the service request. If none of the service request information are matched then the QoS Agent takes real time decision for enhancing the Quality of ser- vice based on existing road network scenario.[3]

IMAC Agent

Service Server Remote Service ServerQOS Mobile Agent

QoS Mobile Agent

Service Server

Remote Service Server

ConnectService() Forward Request

Service request locate() Service request Request forwarded to Parent server Match Service Match Service
Figure 2: Service Matching of QoS Agent At the later stage, if the server is out of road network coverage then the remote service server acts a major role in the functioning of QoS Agent. The IMAC Agent in- vokes a method of connectService() to local server and it has been forwarded to Remote Service Server which is considered by service agent. If it finds better solution, then the QoS agent accepts/rejects the request and re- turns the result to IMAC Agent if accepted. The methods sendMessage() and receiveMessage() are invoked for the coordination between IMAC & QoS agents and finally the connection is established to provide better solution immediately.The use of QoS Agent in LTCDM increas- es network resource utilization efficiency because of its adaptability to network and user requirements and ex- change of minimal information during task execution and decision making with multiple resource infor- mation.[1]

Connect Service Return result Accept/reject request

Return Result Return Result SendMessage() Forward Request Receive Message End Connection

Figure 3: Connection Establishment by QoS Agent

4 INTEGRATION AND IMPLEMENTATION OF LTCDM

The Linear Traffic Control Dynamic Model integrates various agents like VAISTC4 (Vibrant Ambient Intelli- gent System for Traffic Congestion Control in Coimba- tore City), MATLB (Mobile Agent for Traffic Load Bal- ancing)[21],PCM(Prioritization and Congestion Man- agement Agent)[22], FMSA(Fixed Monitor Stationary Agent) & IMAC(Interactive Mobile Agent for Client) mobile agents that are supported by SALSA middle- ware for calculating the threshold value and also for identifying the emergency vehicles in the existing lane. This model provides better QoS to the user and in road networks by giving the real time traffic information, easy access to travel information and 24 hour real-time alter- nate route information[17] and better alternate route guidance for the vehicles in the lane. This LTCDM mod- el also supports configuration of road networks ,prediction and management of QoS[10] at all the levels of abstraction (user, system and network lev- el),management, control and performance enhancement of existing ITS.

MATLB

VAISTC4 QoS MA LTCDM PCM IMAC

(ii)MATLB Agent (iii)PCM Agent (iv)FMSA Agent (v)IMAC Agent (vi)QoS Agent The core of LCTDM is creation and activation of mobile agent & static agents and considering vehicles in the form of nodes[15].Agents are placed at intersections, RFID Stations, Traffic polls which maintain the database of traffic information and routing information except IMAC & QoS Agents. The mobile agents in LTCDM are strategically placed such that modes are well connected and integrated with the characteristic of large buffer ca- pacity to maintain ubiquitous database and routing table[12].
Service Server

FMSA
Service Server Service Server

Figure 4: Component architecture of LTCDM

IMAC Agent

Services

FMSA Agent

es Thr

MATLB Agent

ed c ontr ol

PCM Agent

hold

QoS Agent

Vi,Vf,ti,tf,Vehicle category

LTCDM

TV ,OF

co Bes mm t r un out ica e tio n

RFID Station

T V

,O F

FMSA Agent

Figure6: Coordination between Mobile Agents for ser- vices The Algorithm is executed in order to obtain best possi- ble solution.[14] if (node==0) then QoS Agent is deactivated else IMAC Agent reached to the next node then QOS Agent is activated and conveys all the information regarding path followed and resources available on that path end if

Spe

Figure 5: Overview of LTCDM Model The proposed work enhances QoS in road networks by implementing LCTDM, an intelligent agent based net- work that can provide different messages in the form of agents. (i)Vibrant Ambient Intelligent agent(VAISTC4)

IMAC Agent

QoS Agent

5 EXPERIMENTAL RESULTS

OP(Ondipudur), LT(L&T Bye Pass Road), SL (Sulur) and PD(Palladam) using the open source macrosimulation tool AURORA ROAD NETWORK MODELER.In the simulation ,vehicles in the existing lane are considered as nodes and move with the average city speed limit of 40m/s. Initial locations and movements of the nodes are obtained using the random waypoint model of AURORA simulator.[7] It is asuumed that each in the existing lane moves independently with the same avearge speed. [20]All the agents have the same transmission link range of 250 meters. Table 1: Initial Settings for LTCDM No. of Nodes 10, 20, 50,100..

Lane size

1000 X 700

Figure 7 : Issues in the existing model

Transmission range Simulation time

Link 250 m

50 min

Traffic Source

Video

Routing protocol

AODV

Mobility model

Random way Point

Node average Speed

40m/s

Figure 8: Exchange in the IEEE 802.11 with DCF stand- ard The Figure 7 shows the issues in the existing model and the Figure 8 shows the transmission exchange in the IEEE 802.11 with DCF standard.The proposed model LTCDM proves the significant performance improve- ment and provides better QoS to avoid traffic conges- tion in great way by considering the velocity of vehi- cles(nodes) in the road lane.[8] The performance of the LCTDM in co-ordination with VAISTC4 ,MATLB,PCM,FMSA,IMAC,QoS agents along with the transmitters and receivers have been simulated on a particular day during the peak hours from 8.00 AM to 10.00 AM covering locations from Avinashi Road to Pal- ladam in Coimbatore linking areas like AR(Avinashi Road), LM(Lakshmi Mills), PR(Puliakulam Road),

60 50 40 30 20 10 0 1 2 3 4 5 6 7 Number of Nodes Time delay for existing system Time delay for Proposed system LTCDM

Time Delay

Figure 9: Simulated results for Number of nodes Vs Time delay

1000 900 800 700

Throughput

600 500 400 300 200 100 0 1 2 3 4 5 6 7 Num ber of Nodes

Throughput for existing system Throughput for Proposed system LTCDM

Figure 10: Simulated results for Number of nodes Vs Throughput

1200 1000 800

Scalability

600 400 200 0 1 2 3 4 5 6 7 Num ber of Nodes

Scalability for existing system Scalability for Proposed system LTCDM

Figure 13: Waiting time of the existing model

Figure 11: Simulated results for Number of nodes Vs Scalability

100 90 80
End-to-End Delay

70 60 50 40 30 20 10 0 1 2 3 4 5 6 7 Num ber of nodes

End- to- End delay for existing system End- to- End delay for Proposed system LTCDM

Figure 12: Simulated results for Number of nodes Vs End-to-End Delay The following representations depicted the Waiting times by the receivers located at different positions around a transmitter on road networks for the LTCDM model.[9]

Figure 14: Waiting time of the proposed model (LTCDM)

were obtained were comparable with values reported from field experiments at 5.3 GHz [26]. The simulation parameters are summarized in Table 2. Table 2: Simulation setup for LTCDM Parameter Value

Simulation area

1200m x 1200m

Number of Vehicles

120-220-320

Number Sources Figure 15 : The Map used for LTCDM Simulation Results for LTCDM regarding waiting time in the Scenario with Obstacles is described as follows 1) Simulation Setup: The first simulation scenario is a 1200 m1200 m area . Fig. 9 shows the map used for the LTCDM.The open-source microscopic space-continuous time-discrete vehicular traffic generator package SUMO is used to generate the movements of the vehicle nodes for the proposed model LTCDM. SUMO uses a collision- free car-following model along with the mobile agent MATLB to determine the speed levels and the positions of the vehicles. We input into SUMO the map extracted from the Tiger/Line database and the specifications about the speeds limits and the number of lanes of each road segment considering PCM agent on the map.[25] We also specified traffic-light-operated intersections and priority intersections (i.e., less than one-fifth of the intersections are regulated using traffic lights). The output from SUMO is converted into input files for the movement of nodes along IMAC agent in the NS-2 simulator. For the wireless configuration, we used the IEEE 802.11 with DCF standard [18 ] at the MAC layer for LTCDM. At the physical layer, we used the shadowing propagation model to characterize physical propagation of LTCDM. The communication range of 300 m has been set for the transmissions of information between transmitter and receiver by considering the dis- tance of vehicles movement within the range 450550 m. In addition, although the DSRC standard specifies a range of up to 1000 m for safety applications, many non safety applications are expected to reach 300 m [ ]. The values of path loss exponent = 3.25 and deviation s = 4.0 are used for the shadowing propagation [ ] for LTCDM . [24]We simulate buildings in a city environment using the following obstacle model. The contour of each street can either be a building wall (of various materials) or an empty area. Thus, for each street border, we set a signal attenuation value that was randomly selected between 0 and 16 dB. This attenuation is added to the signal attenuation that was determined by the shadowing propagation model in NS2. We found that the signal attenuation values that

of

CBR 1-25

Transmission range

300m

Simulation time

200s

Vehicle velocity

35-55 miles per hour

CBR rate

0.5- 6 packets per se- cond IEEE 802.11 DCF

MAC protocol

Data packet size

512 bytes

When a vehicle enters a road segment, we ddetermined its action at the end of the segment (i.e., left turn, right turn, u turn, or straight ahead) based on the average traffic flows of the roads crossing the end intersection. The following representations indicated the average de- lay of different protocols on road networks for the vehi- cles count as 120-220-320. These indicate that for the most packet rates, the LTCDM has the best performance in terms of delay.[5]

Figure 16 : Average delay for One hundred twenty nodes

that our proposed integrated dynamic model LTCDM attain high throughput and scalability with reduced time delay & end-to-end delay compared with the existing models on road networks. Results from testing LTCDM on actual road network data from metropolitan cities are very promising. Future work may focus on mathemati- cal approach of route guidance and for the prevention of collisions between nearby information services.
REFERENCES

[1]
Figure 17 : Average delay for Two hundred twenty nodes

Figure 18: Average delay for Three hundred twenty nodes From the simulation results, it is found that the LTCDM integrating mobile and stationary agents gives more throughput and Scalability, less time delay[6] and end- to-end delay when compares to the existing model. This proves that LTCDM provides the better Quality of Service through the Agents for road networks by improving safety applications, finding best route and driver comfort.[16]

6 CONCLUSION
This paper focuses on the implementation of various Mobile Agents and implementation of LTCDM Model, considering real time problem in Intelligent Transporta- tion System. The proposed LTCDM Model co-ordinates between various mobile agents and functioning of QoS Agent enhances the quality of service of the existing sce- nario by reducing congestion, decreasing time delay and end-to-end delay. The experimental study described in this paper has been carried out by AURORA open source simulator. By simulation results, we have shown

B. Karp, Greedy Perimeter Stateless Routing (GPSR) ,2008.[Online]. [2]Catriona M Queen and Casper J Albers,Forecasting traffic flows in road Networks: A graphical dynamic model approach, Depart- ment of Mathematics and Statistics,The Open University,Milton Keynes,MK7 6AA,UK,2008. [3]C. Lochert, H. Hartenstein, J. Tian, H. Fler, D. Hermann, and M. Mauve, A routing strategy for vehicular ad hoc networks in city environments, in Proc. IEEE Intell. Vehicles Symp., Columbus, OH,Jun. 2003, pp. 156161. [4] Gabriella Bretti, Roberto Natalini and Benedetto Piccoli, Fluid- Dynamic Approach to Traffic Flow problems,IAC-CNR,Italy. [5]Hipercom, INRIA, Optimized Link State Routing Protocol (OLSR) (last accessed Jul. 2008). [6]H.Jula ,M.Dessouky and P.A Ioannou, Real time estimation of travel times along the arcs and arrival times at the nodes of dynam- ic Stochastic networks, Intelligent Transport Systems, IEEE Trans- actions, Volume 9,2008. [7]H.-Y. Huang, P.-E. Luo, M. Li, D. Li, X. Li, W. Shu, and M.-Y. Wu, Performance evaluation of SUVnet with real-time traffic data, IEEE Trans. Veh. Technol., vol. 56, no. 6, pp. 33813396, Nov. 2007. [8]Instituteof Electrical and Electronic Engineers (IEEE), Wireless LAN Medium Access Control (MAC) and Physical Layer Specifications. [9]J. Zhao and G. Cao, VADD: Vehicle-assisted data delivery in vehicular ad hoc networks, IEEE Trans. Veh. Technol., vol. 57, no. 3, pp. 19101922, May 2008. [10]K. Egoh and S. De, A multicriteria receiverside relay election approach in wireless ad hoc networks, in Proc. MILCOM, Washington, DC, Oct. 2006, pp. 17. [11]Mahyar Movahed Nejad,Lena Mashayekhy,Ali Taghavi and Ratna Babu Chinnam,State Space Reduction in Modeling Traffic Network Dynamics for Dynamic Routing Under ITS ,International IEEE Conference on Intelligent Transport Systems, Washington, DC, USA,2011. [12]Naishadh K Dave and Vanaraj B Vaghela,Vehicuar Traffic Con- trol : A Ubiquitous Computing Approach ,IC3 2009,CCIS 40,2009. [13]N.Sudha Bhuvaneswari, S.Sujatha (2010), Vibrant Ambient Intelligent System for traffic congestion control in Coimbatore city(VAISTC4), Proceedings of the 12th International Conference on Networking, VLSI and Signal Processing, Pg.No. 288-293 [14] Pitu Mirchandani,Larry Head,Rhodes : A Real Time Traffic Signal Control System: Architecture, Algorithms and Analysis. [15]Sadaf Momeni,Mahmood Fathy,VANET Communica- tion,IEEE,2008. [16]S. Dashtinezhad, T. Nadeem, B. Drohonceanu, C. Borcea, P.

Kang, and L. Iftode, Trafficview: A driver assistant device for traffic monitoring based on car-to-car communication, in Proc. 59th IEEE Semiannual Veh. Technol. Conf., Milan, Italy, May 2004, pp. 29462950. [17]S.Kim ,M.E.Lewis and C.C White III ,State Space reduction for non stationary stochastic shortest path problems with real time traffic information, Intelligent Transport Systems IEEE Transac- tions, Volume 6,2005. [18]S. Savasta, M. Pini, and G. Marfia, Performance assessment of a commercial GPS receiver for networking applications, in Proc. IEEE Int. Consumer Commun. Netw. Conf., Las Vegas, NV, Jan. 2008, pp. 613617. [19]Sulthani,R.M.,Rao.D.S: Design of an Efficient QoS Architecture (DEQA) for Mobile Adhoc Networks.ICGST-CNIR Journal Volume 8,Issue 2,2009. [20]Tebaldi C. West, M and Karr A.K, Statistical Analyses of free- way traffic flows, Journal of forecasting, 21,2002. [21]T.Karthikeyan, S.Sujatha, N.Sudha Bhuvaneswari(2012), Mobile Agent Based Approach for Traffic Load Balancing using Sensors, International Journal of Computer Applications(IJCA), Volume 47, Number 6. [22]T.Karthikeyan, N.Sudha Bhuvaneswari, , S.Sujatha (2012), Traf- fic Handling Approach with Intelligent Speed Control and Prioriti- zation of Emergency Vehicles using PCM Agent ,International Journal of Computer Technology and Application(IJCTA), Volume 3,Issue 4. [23] T.Karthikeyan,S.Sujatha(2012),Optimization of traffic System using TCL Algorithm through FMSA and IMAC Agents,International Journal of Advanced Research in Computer Engineering & Technology(IJARCET),Voulme 1,Issue 6. [24]Task 3 Final Report, Identify Intelligent Vehicle Safety Applications Enabled by DSRC, DOT HS 809 859, Mar. 2005 (last accessed Jul. 2008). [25]T. Taleb, E. Sakhaee, A. Jamalipour, K. Hashimoto, N. Kato, and Y. Nemoto, A stable routing protocol to support its services in VANETs, IEEE Trans. Veh. Technol., vol. 56, no. 6, pp. 33373347, Nov. 2007.

[26]V. Namboodiri and L. Gao, Prediction-based routing for vehicular ad hoc networks, IEEE Trans. Veh. Technol., vol. 56, no. 4, pp. 23322345,Jul. 2007.

Author Profile
Thirunavu Karthikeyan received his graduate degree in mathematics form Madras University, Post graduate degree in Applied Mathematics from Bharathidasan University and received doctoral degree in Computer Science form Bharathiar University. Presently he is working as an Associate Professor in Computer Science, PSG College of Arts & Science, Coimbatore. His research interests include image coding, Mobile agents, Pattern Recognition etc. He has published many papers in National and International Conferences and Journals. He has completed many funded projects with excellent comments. S.Sujatha started as a Computer Science graduate. She completed her undergraduate degree at Sri Sarada College for Women, Tirunelveli and has also completed post graduate level courses MCA and MPhil at Bharathiar University, Coimbatore, India, and is currently pursuing her doctorate in Computer Science. Her area of interest is Mobile Agent Technology & Networks. She has been participating continuously in research and development activities for the past ten years. To her credit, she has presented and published technical papers in International Journals, at International Conferences and International Workshops organized by various international bodies like IEEE, WSEAS, and IEEE Explore. She has published book on Integrating Service Oriented Architecture and Web Services and also contributed chapters in books like Personal Area Network and published articles and working manuals in agent technology. The author is currently employed as Associate Professor at the Dr. G.R Damodaran College of Science, Coimbatore, India. She is an active member of various technical bodies like ECMA, Internet Society of Kolkata and Chennai and acts as a moderator in various international conferences and journals.