Hindawi Publishing Corporation

Mobile Information Systems

Volume 2016, Article ID 1353290, 12 pages
http://dx.doi.org/10.1155/2016/1353290

Research Article
SmartCop: Enabling Smart Traffic Violations Ticketing in
Vehicular Named Data Networks

Syed Hassan Ahmed, Muhammad Azfar Yaqub, Safdar Hussain Bouk, and Dongkyun Kim
School of Computer Science & Engineering, Kyungpook National University, Daegu 702-701, Republic of Korea

Correspondence should be addressed to Dongkyun Kim; [email protected]

Received 30 March 2016; Accepted 29 May 2016

Academic Editor: Yeong M. Jang

Copyright © 2016 Syed Hassan Ahmed et al. This is an open access article distributed under the Creative Commons Attribution
License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly
cited.

Recently, various applications for Vehicular Ad hoc Networks (VANETs) have been proposed and smart traffic violation ticketing is
one of them. On the other hand, the new Information-Centric Networking (ICN) architectures have emerged and been investigated
into VANETs, such as Vehicular Named Data Networking (VNDN). However, the existing applications in VANETs are not
suitable for VNDN paradigm due to the dependency on a “named content” instead of a current “host-centric” approach. Thus,
we need to design the emerging and new architectures for VNDN applications. In this paper, we propose a smart traffic violation
ticketing (TVT) system for VNDN, named as SmartCop, that enables a cop vehicle (CV) to issue tickets for traffic violation(s)
to the offender(s) autonomously, once they are in the transmission range of that CV. The ticket issuing delay, messaging cost,
and percentage of violations detected for varying number of vehicles, violators, CVs, and vehicles speeds are estimated through
simulations. In addition, we provide a road map of future research directions for enabling safe driving experience in future cars
aided with VNDN technology.

1. Introduction is a 10 MHz Control Channel (CCH) and six 10 MHz Service

Channels (SCHs) for exchanging safety/control messages
For the past decades, VANETs have been extensively investi- (i.e., Beacons) and nonsafety applications’ data, respectively.
gated by the researchers, academia, and industries. Although In short, such advancements in vehicular communica-
initially designed to improve the road safety, VANETs can tions system pursue as a potential tool to tackle the increasing
additionally offer commercial, informational, and entertain- number of road accidents caused by various violations been
ment services to the drivers and passengers, thus also increas- made on the roads. In this era of automation, we expect
ing the revenues to the car manufacturers and various service that new cars will be smart enough to proactively detect
providers. To be precise, the safety applications are mostly emergency situations and avoid road accidents [2]. For
supported by the on-board units (OBUs) that depend on instance, we have seen Google, Tesla, Hyundai, BMW, and
a Dedicated Short Range Communication (DSRC) protocol so many manufactures moving towards the autonomous cars.
between vehicles (V2V) and in some cases infrastructures Figure 1 reflects the future smart vehicle. In the context of
(V2I) as well. On the other hand, the nonsafety applications this paper, our focus will be on automating the traffic police
depend on the various TCP/IP protocols that have been vehicles and law enforcement departments in order to assist
proposed to operate on top of the amended 802.11p/Wireless cops on the roads.
Access in Vehicular Environments (WAVE) in the VANETs Conventionally, a traffic cop needs to identify a vehicle
[1]. Furthermore, the IEEE 1609.4 multichannel architecture violating any traffic rule either manually or by use of elec-
has also been introduced to WAVE standard that allowed effi- tronic devices such as speed sensors and cameras. Then a cop
cient use of available spectrum for vehicular communications follows the said vehicle and instructs the driver to pull over.
both in Europe and in USA. According to the standard, there The same cop then has to alight from his/her patrol car to
2 Mobile Information Systems

V2V V2X V2I On-board unit

Connected vehicle (OBU)
Smart rear
view
Entertainment Safety first Smart braking
BlackBox assistance

Smart lights

Smart lane Fuel efficiency

detection
Smart parking
assistance

Figure 1: Components of a future smart vehicle.

manually inspect the vehicle to determine its identity and to transmission ranges, speed variations, and authentication.
manually inspect the offending driver’s license to determine Also, some additional hardware needs to be installed in
his/her identity. He/she then issues a violation ticket bearing vehicles other than OBUs, which are mostly used for V2V
the identity of the vehicle, the identity of the driver, nature of and V2I communications. One solution is to use the existing
traffic violation, and the associated fine. The present system of OBUs to enable the smarter ticket issuing mechanism for
issuing tickets for traffic violations has many shortcomings; traffic violations given that the OBUs are equipped with
for example, the wireless communication technologies, for example, IEEE
802.11p/DSRC technologies. Although, we have a variety of
(1) it is a time consuming and labor intensive process; solutions available for WAVE enabled OBUs in VANETs
(2) sometimes the offending driver engages in a violent empowering the communication capabilities, all share the
encounter with the traffic cop; following common features:
(3) in case of multiple violators, it is hard to follow up all (i) Each vehicle is assigned an IP address.
at once;
(ii) Specific destination addresses are used for applica-
(4) it is nearly impossible to cover all the road segments
tions to communicate.
for sensing the traffic rules violations (by the means
of camera, speed sensors, etc.). (iii) Mostly, the candidate solutions aim to select one best
path to reach the destination IP address.
The alternative way is to install speed cameras everywhere
and monitor them all at once or partially while sitting back However, assigning IP addresses to the mobile objects such as
in the office. Once the installed camera detects any violator, vehicles is not straight forward. The reason is simple; that is,
it captures the video and image of the vehicle and later IP address management requires infrastructure support, such
on the ticket is sent to the relevant owner by pulling out as a central server (e.g., DHCP). Here it is worth mentioning
the relevant information against the number plate. However, that IP address concepts were originally introduced for wired
it is impractical assumption to get all the streets and stop technologies while mobility is an intrinsic feature of the
signs covered by the cameras. Moreover, on the long distance VANETs, resulting in a highly dynamic network topology.
highways, also it would be an immature argument to install Similarly, the best way to assign IPs to the mobile objects has
the speed cameras leaving no uncovered area behind. In been recognized as an open research issue [4].
addition, the maintenance cost of those cameras and sensors Meanwhile, Named Data Network (NDN) [5] as an exten-
will compromise the cost effectiveness of the transportation sion of Content-Centric Network (CCN) [6] has been applied
departments and also the privacy concerns of the civilians in VANETs by several researchers, which is an emerging
will be disturbed. architecture of the future Internet projects [7]. NDN mainly
Therefore, the researchers came up with an idea of equip- shifts the communication concept from IP/host-based to the
ping the vehicles with automatic traffic ticketing devices. data centric in VANETs and can be referred to as Vehicular
Again, the main objective is to minimize the human errors NDN (VNDN). In contrast to the IP based communications,
and danger to the life of both the cop and the offender in VNDN, a unique ID (called name) is assigned to the
at the same time. For example, authors in [3] proposed content instead of a host (i.e., end device), which attempts
to install a Radio Frequency Identification Device (RFID) to relinquish the information from host’s physical location
that collects the data from in-vehicle sensors and delivers and supports node mobility (i.e., vehicles in our case).
that data once the vehicle is crossing any tollbooth or cop NDN treats data or content as a first-class citizen of the
vehicle (CV). This system aims to issue tickets autonomously network. In addition, VNDN uses simple request-reply based
in case of any violation within safe distance between cop communication model, where a requesting node sends an
and offender. However, the RFID systems lack meeting “Interest” message and the provider sends back a response
the current VANETs requirements, especially in terms of message with a requested data. Moreover, the recent literature
Mobile Information Systems 3

Table 1: Traffic violations in USA per year† .

Description Value
Average number of people per day that receive a speeding ticket 112,000
Total annual number of people who receive speeding tickets 41,000,000
Total percentage of drivers that will get a speeding ticket this year 20.6%
Average cost of a speeding ticket (including fees) $152
Total paid in speeding tickets per year $6,232,000,000
Average annual speeding ticket revenue per US police officer $300,000
Percent of speeding tickets that get contested in traffic court 5%
Total number of licensed drivers in America today 196,000,000
†
Statistics source: http://www.statisticbrain.com/driving-citation-statistics.

shows that data in NDN is more secure than the IP based CVs and OVs to assist government officials (i.e., cops) on the
communications due to intrinsic security within the data roads and reduce the traffic violations, respectively.
rather than the secured communication session [8]. The fact In [10], the authors utilize GPS to get information about
of the matter is that including the future Internet technolo- the vehicle state, that is, location and speed. The vehicle is
gies into the existing ad hoc infrastructures is a potential equipped with a traffic violation warning and traffic violation
solution. It is obvious that VNDN tends to support various storage device, which is used to store the map data, traffic
nonsafety applications such as video streaming. To the best regulations of the current road segment, and the traffic
of our knowledge, apart from the nonsafety applications, we violations made by the driver. A controller is used to control
proposed smart traffic violation ticketing (TVT) architecture and manage the different units of the device. The GPS data
as a first step towards the applied Vehicular CCN [9]. is matched with the map data and traffic regulations, stored
In this paper, we extend our work to apply the latest NDN previously in the device, to determine if a violation has been
architecture in VANETs and propose a complete system that made. Based on the result, either the driver is issued a warning
tends to aid law enforcement agencies with safer and smarter if a possible violation is calculated or a ticket is stored in
TVT system. We name our proposed scheme as “SmartCop.” the violation memory of the device if a violation has been
In SmartCop, we define several packet types and their roles committed. Furthermore, an encryption mechanism is also
to support traffic violation ticketing system. Moreover, it is presented to store encrypted tickets in the memory. The
able to detect the offenders and issue them tickets without issued tickets along with the violations details and personal
human interference. Unlike the existing solutions, we only information can be viewed later on the management display.
rely on OBU(s). Our main objective is to enable a CV In [11], the authors utilize a radio frequency (RF) reader to
to autonomously receive all violations’ information from determine the identity of a vehicle and conversely the identity
the neighboring OV(s). The major contributions of our of the driver and then issue traffic tickets according to the
SmartCop are (1) to detect the violator(s) from safe distance applicable traffic laws. The smart ticket device is controlled
using future Internet, (2) to issue the tickets using wireless by a central processing unit and the device contains radio
medium regardless of vehicles’ speed and moving directions, frequency reader, wireless transceiver, memory, and commu-
(3) to collect ticket dues automatically, thus saving the time nication ports. RF tags are mounted on the number plate of
and efforts of both the offender and the cop at the same time, the vehicles and in the driving license of the driver, which
and (4) to tend to leave no unmonitored areas on the roads. contain the vehicle and driver’s identification information,
The rest of the paper is organized as follows. Section 2 respectively. The RF reader of the smart ticketing device is
summarizes the recent efforts being driven to automate able to read the information from these RF tags from static
the traffic violation ticketing system. Section 3 describes and mobile vehicles. The information obtained is used to
our proposed SmartCop system, while Section 4 provides issue a traffic violation ticket, containing the vehicle and
simulation results and analysis. In Section 5, we briefly driver’s information, time and nature of the violation, and the
discuss the current issues and challenges in VNDN. Finally, respective fine. Furthermore, an extension to this idea is to
Section 6 concludes the paper. install speed sensors in the smart ticketing device with which
overspeeding vehicles can also be caught easily.
In [12], the authors use a series of digital cameras, still
2. Related Work and video, to monitor a traffic location. This system is
coupled to a processing system, where image processors are
The law enforcement agencies make a good amount of used to compile vehicle and scene images produced by the
revenue each year by issuing road violation tickets. Table 1 digital camera system; furthermore, a verification system
shows that 20% of the total drivers in the United States receive verifies the vehicle and driver’s identity from the vehicle
tickets for overspeeding each year. More or less, the same images. A notification system then notifies the potential
statistics will be for other road violations globally. In this violation information to the law enforcement agencies. The
section, we overview the recent advancements being made to video camera records the footage both before and after the
4 Mobile Information Systems

Table 2: Former research efforts to reduce traffic violations.

Type Year Objectives Technologies
US patent [10] 2004 Traffic violation warning & storage GPS
US patent [11] 2006 Traffic violation identification & ticketing Radio frequency reader
US patent [12] 2011 Traffic violation identification & ticketing Digital still & video cameras
Research article [13] 2013 Traffic violation identification, ticketing & tracking GPRS/GSM, Google Maps
US patent [14] 2014 Traffic violation detection device Radio frequency reader
Research article [9] 2015 Traffic violation identification & ticketing VCCN, DSRC, V2V, V2I

detection of the violation. A buffer is used to capture the the cop vehicle (CV) contains two data structures, that is,
footage before the violation is detected; it stores a nonstop Pending Tickets (PT) and Traffic Rules and Tickets (TRT).
video footage of the preceding few seconds. In case a violation Also, it is able to cover the patrolled areas and more impor-
is detected, the timer is started and when the timer expires the tantly the unpatrolled areas on the road where the violations
contents of the buffer are recorded and the resulting video clip by the ordinary vehicles (OV) go unnoticed. The violations
is incorporated with the evidence from the digital still images by an OV in these areas are stored in the PTE. Since VNDN
of the violation of the identified violating car and the driver. is a pull based communication paradigm, therefore in our
The authors propose a ticketing and tracking system in architecture a CV periodically broadcasts an Interest message
[13], by implementing a smart on-board GPS/GPRS system to have PTE(s) from its immediate neighbors. This allows
attached to the vehicle. Along with that, speed of the vehicle the CV to issue ticket(s) in run time and avoid any manual
is monitored by the on-board system and in case of any speed contact with the driver. The tickets received by an OV are
violations, information about the vehicle, that is, location stored in the TR structure and upon contact with the RSU
and maximum speed, is sent to the authorized office using a or tollbooth, the ticket’s amount is deducted from the driver’s
GPRS message which issues a violation ticket to the driver. bank account. For ticket payment the banking information of
The speed is monitored by GPS signal and accelerometer the drivers is accessible to the tollbooth and RSUs. Thus, the
of the car. Moreover, the authors also propose a geocasting offenders are fined and charged autonomously. The record of
feature, that is, using Google Map to track the vehicles current payed tickets is stored in the VE structure of the OV.
location. The shock/vibrator sensors installed in the air bags Unfortunately, the automation of ticketing has not been
are used to identify an accident, which leads to GSM/GPRS investigated much as it argues to be and it can be seen from
messages being sent to nearby vehicles, hospital, and other the summary depicted in Table 2.
authorities.
An automated system is proposed in [14], where the police
officers are given a handheld device which automatically 3. SmartCop: Smart Traffic Ticketing in
detects traffic violations. The device is equipped with the Vehicular NDN
traffic regulations and in case the vehicle driver is violating
these regulations, an audio and visual system is installed to 3.1. VNDN: Communication Background. In VNDN, com-
inform the driver and the authorities. The device is used to munication is a receiver-driven process based on two types of
read the RF tags installed in the vehicles’ number plates. The packets: the Interest, which carries the request for a content
RF tag contains the vehicle ownership data which is used to unit identified by its name. Each vehicle propagating an
issue ticket to the concerned driver. Furthermore, the device Interest is named a consumer and similarly a vehicle providing
can also be connected to an on-site printer which prints the that content is called a provider. Conventionally, each vehicle
traffic violation ticket. in VNDN maintains three data structures: (i) a Content
Store (CS) storing the produced and incoming contents;
Furthermore, we proposed a unique traffic violation tick-
(ii) a routing table named Forwarding Information Base
eting (TVT) system architecture in [9], where we considered
(FIB), which stores the outgoing interface(s) (in VNDN, each
the emergence of the content-centric and vehicular network-
vehicle is expected to be equipped with multiple interfaces for
ing (VCCN). The main idea of the proposed architecture
communication such as 802.11, LTE, and WiMax) to forward
was to detect the offenders and issue them tickets without
the Interests; (iii) a Pending Interest Table (PIT), which keeps
any human interference. However, we were precise and did
track of forwarded Interests so that received content can be
not perform any experimentation. In this paper, we further
stored in the CS or sent back to the consumer(s) accordingly.
extend our work and name it as a SmartCop, where extensive
simulations have been performed and the architecture has
been implemented over the IEEE 802.11p. Unlike the existing 3.2. Proposed SmartCop System Architecture. Along with
solutions, SmartCop only relies on on-board units (OBUs) an assumption of dividing roads into segments, we bring
with multiple interfaces. The proposed method contains homogeneity in all public and private vehicles and named
different data structures; the ordinary vehicles (OV) contain them as ordinary vehicles (OVs). Moreover, we named the
three data structures, that is, Pending Tickets Entry (PTE), traffic monitoring vehicles as cop vehicles (CVs). As we
Tickets Received (TR), and Violation Entries (VE), whereas mentioned before, there are unmonitored areas on highway
Mobile Information Systems 5

Pending tickets entries (PTE)

VehicleID Road segmentID Type Time

Tickets received (TR)

CVID Type Time Dues Payment flag = 0

Violation entries (VE)

CVID Road segmentID Type Time Payment flag = 1

(a) Ordinary vehicle (OV): data structures

Pending tickets (PT)

VehicleID Road segmentID Type Time Paid/unpaid

Traffic rules and tickets (TRT)

Violation type Ticket charges

(b) Cop vehicle (CV): data structures

Figure 2: New data structures for SmartCop.

and also in an urban environment, which are collectively and other charges. While crossing any upcoming tollbooth,
referred to here as an “unpatrolled area.” It is expected that the automatic payment of the issued tickets is completed and
if any rule gets violated in an unpatrolled area it never gets the entry from TR moves to Violation Entries (VE) for the
noticed. Those violations can be of various types such as purpose of keeping records. Basic operations of the proposed
overspeeding, avoiding STOP signs, wrong lane, and parking SmartCop system and its behavior in the urban and highway
in a no-parking zone. To cope with this, our proposed archi- environments are discussed in the following text.
tecture enables OVs and CVs to maintain additional data
structures as shown in Figures 2(a) and 2(b). Here it is worth
mentioning that currently the OBUs and sensors installed
in vehicles are capable of sensing violation(s) depleted by 3.3. Violator Detection and Ticket Issuing Process. In a
the driver. However, there might be a case where an OV SmartCop system, all OVs maintain PTE structure in its
violates a traffic rule and there is no nearby camera or CV to untampered blackbox. An OV becomes a violator when it
pursuit accordingly (refer to Figure 6). Therefore, we intend has committed violations and has entry(ies) in its PTE. Cop
to manage those recorded violations in Pending Tickets vehicles periodically send the Interest messages to detect the
Entry (PTE) table at each OV. Since, VNDN is a pull based violators and this Interest message is similar to the default
communication paradigm, therefore in our architecture a CV NDN Interest message with additional PTE option (𝐼PTE ). The
periodically broadcasts an Interest message to have PTE(s) CV stores 𝐼PTE information in its PIT, which also includes
from its immediate neighbors (i.e., one-hop neighbors). This the NONCE value. The NONCE value is a 32-bit long integer
exchange of PTE enables each CV to issue ticket(s) at run that is randomly generated by the originator of the Interest
time while avoiding the existing manual operations. More message. Along with that the same NONCE value is present
specifically, PTEs are shared using the same interfaces, from in the Data message that is received in response, to recognize
where the Interest was received, and upon receiving PTEs that the Data message is a response of the particular Interest.
from neighboring OVs, a CV checks its Traffic Rules and When an OV receives 𝐼PTE , it first searches its PTE. In case
Tickets (TRT) database (each CV is equipped with updated of no entry in PTE, it discards the Interest message. On the
traffic rules and ticket prices table similar to Content Store in other hand, if the PTE is not empty, then OV sends all the PTE
conventional CCN). Once the type of violation is matched, a information in the Data message (𝐷PTE ). 𝐷PTE contains all
corresponding CV sends back a ticket and dues to the relevant the PTE information, the vehicle’s ID, and the same NONCE
OV. Afterward, an OV stores this ticket information in its from the Interest message. When the CV receives the 𝐷PTE ,
Tickets Received (TR) table. Here we assume that each driver it searches its PIT and if the entry is found, then it stores the
has one central bank account or payment card registered with PTE data in the PT. The overall flow of this process is shown
the department of transportation used for the payment of toll in Figure 3.
6 Mobile Information Systems

Start Start

CV broadcasts IPTE CU broadcasts ITR

OV receives IPTE
OV receives ITR

Is PTE empty?
Is TR empty?
Yes
Yes
No
No
OV sends DPTE and IPT
OV sends DTR + IDP
CV issues ticket here

CV receives IPT and OV discards IPTE OV is charged by any

··· sends DPT OV discards ITR
secured and automatic
system

OV stores DPT in “TR”

CU receives IDP and
sends DDP
CV updates
transportation dept.
CU updates the dept. of
transportation
End

End
Figure 3: Violator detection and ticket issuing process.
Figure 4: Violation of fine collection process.

Immediately after sending 𝐷PTE , the OV also generates fines from the OVs. The CU can be the equipment installed
the Interest message (𝐼PT ) including its own ID, NONCE, and at the tollgate on a highway or highway exit, or it may
the “PT” header to request the ticket from the cop vehicle be installed at RSU installed at any dedicated location, for
and the OV creates an entry within its PIT. On reception example, highway and bank. Figure 4 shows the flow diagram
of 𝐼PT , the CV matches the OV’s ID in its PT and if CV of this step.
finds entries, it sends 𝐷PT containing all entries along with The CU periodically sends the Interest with TR
the violation charges that are fixed for each violation. These header/option (𝐼TR ). Upon reception of 𝐼TR , the OV
violation charges are referenced by the CV from the standard finds the entries in its TR. In case of no entries, 𝐼TR is
TRT, which is available to all the CVs in the region, and the discarded. On the other hand, if there is/are entry(ies) in
amount is fixed by the department of transportation or law the TR, the OV sends 𝐷TR along with its ID. When the CU
enforcement agency, which is out of the scope of our paper. receives 𝐷TR , then it deducts the charges from the account
When 𝐷PT is received at the OV, it finds the PIT and then or any payment card type associated with that OV ID. After
creates the record in its TR with payment flag 0. In addition successful payment of the fines, this information is sent to
to that, the same entries are discarded from the PTE. Here it the CVs in the region to mark their respective entries in
is worth mentioning that the CV also sets the paid/unpaid their PT as 1/paid (the dues payment method as well as the
flag to 0 to highlight that the fines are still pending. We information dissemination to all CVs in the region is out of
name this whole message exchange between the CV and OV the scope of this work). Immediately after sending 𝐷TR , the
as a session. In a single session there may be possible that OV sends 𝐼DP to receive the confirmation that whether the
an OV receives multiple tickets. The rationale behind this is fine is paid or not. In case of successful payment, the CU
that the OV made multiple violations and did not come in sends 𝐷DP , which indicates that the fine of the said violations
close proximity of the CV. Therefore, the session is one of fine has been successfully collected. Afterwards, the OV
the SmartCop evaluation parameters in simulations that is removes all the matching entries with those in 𝐷DP from the
discussed in the next section. TR and stores them in the violations record, the Violation
Entries (VE) table.
3.4. Fine Collection Process. The fine collection process is
almost similar to the ticket issuing process; however, it 3.5. SmartCop in Urban Environment. In case of urban
involves the collection unit (CU) instead of the CV to collect region, we witness a lot of Road Side Units (RSUs) deployed,
Mobile Information Systems 7

4
RSU 1

5
RSU 2

55 mph 63 mph
60 mph

2 3 7 8
57 mph 9
1

RSU 3

Figure 5: SmartCop: urban environment.

RSU 1

Secured
database

Pat
rol ling
are
a( PA)

Un
pat
roll
ed are
a( UP RSU 2
A)

Pat
rol ling Secured
are database
a( PA)

Figure 6: SmartCop: highway environment.

apparently supporting various applications. We expect those system, eventually an OV3 pays the ticket dues while crossing
RSUs to work as ticket dues collectors due to their strong the next RSU.
backbone connections to the wired networks. Figure 5 shows
an urban scenario where an OV3 is overspeeding and hence 3.6. SmartCop in Highway Environment. On highways,
needs to be ticketed. Our smart traffic violation ticketing mostly we have tollbooths as illustrated in Figure 6. Each
system enables the forthcoming CV to issue a relevant tollbooth is equipped with at least one RSU and thus can
ticket to the vehicle OV3 by sending an Interest packet for attempt to charge the pending tickets stored in TR. How-
PTE, receiving PTE in return and updating the local law ever, there might be a case when a violating OV is not
enforcement database through any available interface such as charged due to insufficient amount in the bank account
LTE or 3G (in VNDN, each vehicle is expected to be equipped and so on. In that case, we incorporate a binary flag in
with multiple interfaces for communication such as 802.11, TR (i.e., 0 and 1) in the case of unpaid and paid tickets,
LTE, and WiMax). For instance, the selection of the most respectively. In the former case, the transport department
reliable interface is out of the scope of this work. In SmartCop follows the conventional procedure that is mailing a ticket
8 Mobile Information Systems

Table 3: Simulation parameters. (iv) Number of sessions is the message exchange between
a CV and the violator to get the violation ticket.
Parameter Value
MAC/PHY IEEE 802.11p (v) Tickets satisfied is the ratio of tickets received and
Frequency band 5.9 GHz the total number of violations during the simulation
Simulation duration 200 s period.
CVs 1–5
OVs 30–80 4.2. Results and Analysis. In this section, we briefly discuss
Violators 5–25 the simulation results of the proposed SmartCop scheme.
Number of violations/violators Random (1–5) Figure 7 shows the average satisfied delay for varying
Average vehicle speed 50–100 km/h number of violators (Figure 7(a)), CVs (Figure 7(b)), OVs
(Figure 7(c)), and the vehicle’s speed (Figure 7(d)). The
average satisfied delay is the duration between the 𝐼PTE and
𝐷PT received by a violator to successfully get the ticket for
manually. In the latter case, the entry is moved to VE with a traffic violation. To simply state, it is the violation ticket
a flag value of 1, thus ensuring that the payment has been session delay during which the CV and the violator exchange
completed. messages for the violation ticket. It is evident from the figure
that the higher the number of violators, the longer the delay.
4. Simulation Results and Analysis The rationale of this phenomenon is that, in the presence
of a large number of violators, the message exchange will
In this section, we briefly discuss the simulation environment, increase the traffic and the PTE, PT, TR, and other structures’
the parameters, and the results of the proposed SmartCop search delay will be larger than results in a large violation
scheme. satisfaction delay. The opposite is the case with the number
of CVs. In case of more CVs, the violation ticket messaging
4.1. Simulation Environment. To evaluate the proposed overhead is distributed among the CVs that issue tickets with
SmartCop scheme, the NDN forwarding daemon architec- less delay; refer to Figures 7(a) and 7(b). On the other hand,
ture and IEEE 802.11p are implemented over each vehicle the number of ordinary vehicles and the speed of the vehicle
and simulated in the Network Simulator (NS2). Each vehicle have not that much impact on the average satisfied delay
in the simulation has the capability to communicate at the because the NDN traffic on the ordinary vehicles does not
transmission range of 300 meters. Along with the default access the PTE, PT, TR, and SmartCop related data structures.
NDN structures (CS, PIT, and FIB), the structures supported Therefore, the maximum difference in the satisfied delay is
by SmartCop, that is, PTE, TR, VE, PT, and TRT, are also 0.03 ms for varying number of OVs and CV = 1 in Figure 7(c)
implemented to properly evaluate its functionality. NDN’s and less than 0.035 ms for varying speed as evident from
default Interest and data messages are modified to support Figure 7(d). This concludes that the number of CVs and the
violation ticketing operations. The highway mobility model violators in the area have the major impact on the satisfied
along with the varying number of vehicles is simulated, which delay.
move at the average speed of 50 to 100 km/h. The total number Next, we analyzed the average total delay, which is
of vehicles (𝑁) is the sum of CV, OV, and the violators. the total time between the instance when a violation was
Violator vehicles randomly make violations between 1 and committed (or entry was created in the PTE) and the ticket
5 randomly during the simulation time of 200 s. Each CV that was issued to the vehicle (or the entry was created in the
sends the periodic Interest message after every 1 s to find the TR for the respective PTE entry). It is obvious from Figures
violators. The rest of the simulation parameters are shown in 8(a), 8(b), and 8(c) that average total delay is indirectly
Table 3. proportional to the number of cop vehicles because the tickets
The SmartCop performance is the average of twenty are only issued by the CVs. In case of less number of CVs,
simulation runs for each point in graphs with the confidence the violations will be pending the PTE for a longer time
interval of 10%. Following is the description of the perfor- until the violator enters the communication range of the CV.
mance metrics that have been analyzed. The opposite is the case for the large number of the CVs
(i) Average cost is the total number of messages (Interest in the area. Another factor that has the huge effect on the
and data) that have been exchanged between the CV average total delay is the node’s speed; refer to Figure 8(d). A
and the violators to successfully issue the violation vehicle that drives at a faster speed may quickly come in the
ticket. communication range of the ticket issuing point and happens
to have a short delay.
(ii) Satisfied delay is the amount of time between the The other parameter that we analyzed through simula-
Interest and the data messages received by a violator tions is the messaging cost to satisfy all the violations during
from the CV to successfully get the ticket(s) for a simulation run. Messaging cost is the total number of
violation(s). messages (Interest and data) exchanged between the violator
(iii) Total delay is the amount of time when a violator and the CV to issue the ticket. Figure 9 shows the average
committed the violation and received the ticket for cost for varying the above discussed parameters. It is obvious
that violation. that the cost is directly proportional to the number of
Mobile Information Systems 9

1.45 1.45

1.4 1.4
Avg. satisfied delay (msec)

Avg. satisfied delay (msec)

1.35 1.35

1.3 1.3

1.25 1.25

1.2 1.2

1.15 1.15

1.1 1.1
5 10 15 20 25 1 2 3 4 5
Violating vehicles Cop vehicles

CV = 1 Violators = 5
CV = 3 Violators = 15
CV = 5 Violators = 25
(a) Varying number of violators (b) Varying number of cop vehicles
1.24 1.21
1.23 1.2
1.22 1.19
Avg. satisfied delay (msec)

Avg. satisfied delay (msec)

1.21 1.18
1.2
1.17
1.19
1.16
1.18
1.15
1.17
1.16 1.14
1.15 1.13
1.14 1.12
1.13 1.11
30 40 50 60 70 80 50 60 70 80 90 100
Ordinary vehicles Speed (km/hr)

CV = 1 Violators = 5
CV = 3 Violators = 15
CV = 5 Violators = 25
(c) Varying number of ordinary vehicles (d) Varying vehicle speed

Figure 7: Average satisfied delay.

violators and the number of CVs. If the number of violators 5.1. Naming in VNDN and SmartCop. Content naming is the
increases, then it requires more numbers of messages to most important issue in future networks where the focus of
issue tickets. Similarly, the larger the number of CVs in communication is content but not the IP/TCP based device
the area, the more tickets are issued to the violators that addresses. Therefore, we have various naming schemes for
increases the messaging cost and it is obvious from the conventional CCN, NDN, and VNDN. Some of them are
figure. Additionally, it can easily be analyzed from the results categorized as hierarchical, flat, human readable, hash-based,
that the number of ordinary vehicles and the vehicle’s speed attribute-based, and so on [15]. However, it is difficult to
have no significant effect on the messaging cost; refer to determine the best suitable scheme for VNDN, especially
Figures 9(c) and 9(d). when we are trying to communicate a highly sensitive data
between vehicles on roads such as in SmartCop system.
Similarly, we need to design a hybrid naming scheme for
different violation types and their relevant entries to be
5. Open Issues in VNDN and SmartCop System included in an “Interest” packet, which will be broadcast by
In this section, we provide readers with the open issues a CV to each OV in its transmission range.
connected to SmartCop system and VNDN, needing the
attention from researchers working for a secure driving 5.2. Content Distribution. For instance, we have assumed that
experience and other application domains in VANETs. every road segment will be covered with one CV or none.
10 Mobile Information Systems

55 55
50 50
45 45

Avg. total delay (sec)

Avg. total delay (sec)

40 40
35 35
30 30
25 25
20 20
15 15
10 10
5 5
5 10 15 20 25 1 2 3 4 5
Violating vehicles Cop vehicles

CV = 1 Violators = 5
CV = 3 Violators = 15
CV = 5 Violators = 25
(a) Varying number of violators (b) Varying number of cop vehicles
80 28

70 26
Avg. total delay (sec)

Avg. total delay (sec)

60 24

50 22

40 20

30 18

20 16

10 14
30 40 50 60 70 80 50 60 70 80 90 100
Ordinary vehicles Speed (km/hr)

CV = 1 Violators = 5
CV = 3 Violators = 15
CV = 5 Violators = 25
(c) Varying number of ordinary vehicles (d) Varying vehicle speed

Figure 8: Average total delay.

However, there may be a case where two or more CVs come flooded within the network. Since SmartCop system applies
across; in that case we need to address the selection process only to the immediate neighbors of any CV, while preparing
of a CV for exchanging PTE by any OV. On the other hand, the test-bed or experimental environment, a controlled Inter-
the identification of redundant data of PTE received by any est flooding technique needs to be implemented. For instance,
CV is a significant challenge to be addressed. one can use the hop count flag to limit the Interest flooding.

5.3. Autonomous Ticket Issuance. Using our SmartCop sys-

tem in a highly dynamic environment such as VANETs in 5.5. Security and Privacy Issues. Although our SmartCop is
urban scenario is a challenging task. There is the possibility an initial step towards the smart ticketing in future vehicles.
of multiple offenders/violators in the immediate transmission It is also very important to address the security issues at the
range of a CV. Therefore, issuing a violation ticket to multiple different levels of communications, especially in the presence
OVs requires a highly cooperative and fast synchronization of the wireless medium. Those include the authenticity of
mechanism. Moreover, managing the PT entries in the CV’s the content being sent to any CV and also of any Interest
local memory should be addressed, respectively. packet sent by a CV itself. Furthermore, issuing a ticket is very
sensitive and private step, so it is required to make sure that
5.4. Interest Packets Flooding. Due to the broadcast nature no other vehicle can access and open the history of neighbor
of the wireless medium, conventionally, Interest packets are vehicle.
Mobile Information Systems 11

350 350

300 300

250 250
Avg. cost

Avg. cost
200 200

150 150

100 100

50 50

0 0
5 10 15 20 25 1 2 3 4 5
Violating vehicles Cop vehicles

CV = 1 Violators = 5
CV = 3 Violators = 15
CV = 5 Violators = 25
(a) Varying number of violators (b) Varying number of cop vehicles

220 350
200
300
180
160 250
Avg. cost
Avg. cost

140 200
120 150
100
100
80
60 50

40 0
30 40 50 60 70 80 50 60 70 80 90 100
Ordinary vehicles Speed (km/hr)

CV = 1 Violators = 5
CV = 3 Violators = 15
CV = 5 Violators = 25
(c) Varying number of ordinary vehicles (d) Varying vehicle speed

Figure 9: Average Interest-Data messaging cost to successfully issue violation tickets during simulation.

6. Conclusion proposed SmartCop system into real test-bed environments

and simulations. The simulations show that the ticket issuing
In this paper, we present an architecture for a smart and delay and its messaging cost depend upon the number of
efficient traffic violation ticketing system for vehicles with violators, vehicles, and speed of the vehicles on the road.
future Internet technologies such as NDN. Our architecture
will enable traffic law officials to identify drivers and violating
vehicles without chasing and putting lives in danger. In order
to achieve this, we apply basic VNDN operations into our Competing Interests
SmartCop system, where a cop vehicle periodically broad-
casts an Interest packet for violation entries saved by every There are no competing interests regarding the publication of
ordinary vehicle in its local memory (PTE). This exchange this paper.
of PTE enables a cop vehicle to issue a relevant ticket to the
offender. Later on, the offenders’ vehicle, when connected to
any road side unit, pays the charged ticket autonomously. Acknowledgments
As a result, all the manual operations and delays caused by
human errors are skipped. In the end, we also enlist the This research was supported by Kyungpook National Univer-
future work directions for improving and implementing our sity Bokhyeon Research Fund, 2015.
12 Mobile Information Systems

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