<p>Different security issues are a top subject around the world, especially since the terror threats seem to intensify. In the same time, the transport industry suffer from problems with smuggling and theft of valuable goods. One way to increase the security might be to have a verification system installed in commercial trucks, in order to assure that the driver is the proper one.</p><p>This thesis has two purposes. One is to find appropriate methods for driver verification and build a prototype of a verification system which can be used for testing and further development. The other is to study how truck drivers perceive such a system and how their conception goes along with the growing demand for higher security. The present work is the result of a cooperation between an engineer and a cognitive scientist. The thesis focuses on the transport industry and was performed for Volvo Technology Corporation (VTEC), Gothenburg, Sweden.</p><p>Eleven available verification methods were studied. To enable a well-based selection of methods to implement in the prototype, inquiries and interviews with truck drivers and haulage contractors were carried out to complement the theoretical study. </p><p>One regular and three biometric verification methods were chosen for the test; fingerprint verification, face recognition, voice recognition and PIN verification. These methods were put together to a prototype system that was implemented in a truck simulator. A graphical user interface was developed in order to make the system user friendly. The prototype system was tested by 18 truck drivers. They were thoroughly interviewed before and after the test in order to retrieve their background, expectations and opinions as well as their perceptions and experiences of the test. </p><p>Most of the test participants were positive to the prototype system. Even though they did not feel a need for it today they believed it to “be the future”. However, some participants felt uncomfortable with the system since they felt controlled by it. It became clear how important it is to have a system that respect the users’ privacy and to assure that the users are well informed about how the system is used. Some of the technology used for the verification system requires more development to fit in the automotive context, but it is considered to be possible to achieve a secure and robust system.</p>

In this era, where international outsourcing and global distribution systems are thriving, providing the security of products in the logistic system is very crucial now. For corporates, it is highly vital to know how secure high-tech products and materials are handled, warehoused and transported as they move throughout the globe. Different international security standards have been introduced, two of which are TAPA FSR and ISPS. TAPA FSR (Freight Security Requirements) defines the smallest required security standards for goods travelling throughout the supply chain and the suitable approaches in keeping those standards. ISPS (International Ship and Port Facility Security) is another security standard which identifies the tasks of governments, shipping companies, shipboard personnel, and port/facility personnel to find security threats and take preemptive actions against security events influencing ships or port facilities used in global business. This research attempts to study the literature on security of transportation in supply chain. By comparing the requirements of TAPA FSR and ISPS, we aim to find their basic differences and to analyze to what extent the two standards respond to the crucial concepts of security in the supply chain. / Program: BSc in Industrial Engineering - International Business Engineering

Different security issues are a top subject around the world, especially since the terror threats seem to intensify. In the same time, the transport industry suffer from problems with smuggling and theft of valuable goods. One way to increase the security might be to have a verification system installed in commercial trucks, in order to assure that the driver is the proper one. This thesis has two purposes. One is to find appropriate methods for driver verification and build a prototype of a verification system which can be used for testing and further development. The other is to study how truck drivers perceive such a system and how their conception goes along with the growing demand for higher security. The present work is the result of a cooperation between an engineer and a cognitive scientist. The thesis focuses on the transport industry and was performed for Volvo Technology Corporation (VTEC), Gothenburg, Sweden. Eleven available verification methods were studied. To enable a well-based selection of methods to implement in the prototype, inquiries and interviews with truck drivers and haulage contractors were carried out to complement the theoretical study. One regular and three biometric verification methods were chosen for the test; fingerprint verification, face recognition, voice recognition and PIN verification. These methods were put together to a prototype system that was implemented in a truck simulator. A graphical user interface was developed in order to make the system user friendly. The prototype system was tested by 18 truck drivers. They were thoroughly interviewed before and after the test in order to retrieve their background, expectations and opinions as well as their perceptions and experiences of the test. Most of the test participants were positive to the prototype system. Even though they did not feel a need for it today they believed it to “be the future”. However, some participants felt uncomfortable with the system since they felt controlled by it. It became clear how important it is to have a system that respect the users’ privacy and to assure that the users are well informed about how the system is used. Some of the technology used for the verification system requires more development to fit in the automotive context, but it is considered to be possible to achieve a secure and robust system.

Orientador: Antonio Celso Fonseca de Arruda / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Mecânica / Made available in DSpace on 2018-08-27T21:51:49Z (GMT). No. of bitstreams: 1 Tavares_AlanFerreiraPinheiro_M.pdf: 45828556 bytes, checksum: df420c63706176638cd3d63b5f5ba1c0 (MD5) Previous issue date: 2015 / Resumo: No transporte, por ambulâncias, as crianças estão expostas a riscos fatais ao serem transportadas em macas de adultos as quais não atendem a antropometria infantil. A situação é agravada ao considerar o fato das ambulâncias se locomoverem em altas velocidades e necessitarem frequentemente reduzi-las de modo abrupto. Neste cenário, buscou-se projetar, construir e testar um protótipo de maca com um sistema de retenção eficaz para transportes emergenciais de crianças. O diferencial do projeto em relação às outras macas infantis, existentes no mercado internacional, está na versatilidade de realizar transportes tanto em ambulâncias quanto em áreas de resgate de difícil acesso veicular. O projeto de maca infantil possibilita atender uma ampla gama de pacientes de pequeno porte desde crianças na faixa etária de 1 (um) ano até 10 (dez) anos de idade. Trata-se de uma maca desenvolvida para rápido manuseio e armazenagem por ser dobrável e de fácil instalação sobre qualquer maca de adulto normatizada pela ABNT. O principal fator de segurança está vinculado ao sistema de retenção regulável, com facilidade de rápida fixação e remoção da criança. Foram realizados testes de impacto, com velocidade aproximada de 18 (dezoito) km/h, utilizando a maca de adulto e a maca infantil. O manequim com massa de 22 kg, representativo de uma criança de 6 (seis) anos de idade, foi instalado nas posições sentado e deitado. Os dados coletados, via um programa computacional Kinovea adequado para análise de biomecânica, permitiram estimar o deslocamento do manequim com grande precisão. Utilizou-se um aplicativo instalado em um celular com sistema operacional Android para registrar as desacelerações ocorridas no momento do impacto. A maca infantil apresentou uma retenção significativamente superior à obtida com a maca de adulto, tanto no deslocamento da cabeça quanto do tronco do manequim. Na posição deitado, o manequim chegou a ser ejetado para fora da maca, o que nunca ocorreu utilizando a maca infantil. Os testes realizados com o protótipo da maca validaram o projeto e a solução construtiva que estão vinculados a uma patente a ser depositada no Brasil / Abstract: In transportation, for ambulances, children are exposed to fatal risks by transported in adult gurneys that are not adapted to child anthropometry. The situation is escalated when considering the fact that the ambulances move up in high speeds and with frequently need to reduce abruptly velocity. In this field, we tried to design, build and test a prototype gurney with an effective restraint system for emergency transport children. The differential of the project regards to other children gurneys that exist in the international market; its versatility to perform both transport in ambulances and possible land rescue. Child gurney enables a wide range of small patients from children with one (1) until ten (10) years old, designed for fast handling and storage by be foldable and easy to install on any adult gurney standardized by ABNT. The main safety factor is linked to the adjustable retention system with facility for rapid attachment and the child's removal. Impact tests were performed, with an approximate speed of 18 (twenty) km / h, using the adult gurney and child gurney. The dummy with mass 22 kg, representing a child with 6 (six) years old, was installed in sitting and lying positions. Data collected via a computer program Kinovea suitable for biomechanical analysis, allowed to estimate displacement of the dummy with great precision. It was used a smartphone based on Android operational system to register decelerations occurred on impact. Child gurney had a higher retention regarding to adult gurney both the displacement of the head when the dummy torso restraint. In two teste with lying position, the dummy was ejected out of the gurney, fact that had never happened with child gurney. Tests conducted with the prototype gurney validated the project and the constructive solution that are bind to a patent to will be implanted in Brazil / Mestrado / Materiais e Processos de Fabricação / Mestre em Engenharia Mecânica

La présente étude a analysé l’évolution de l’Administration Canadienne de la Sureté du Transport Aérien (ACSTA) depuis sa mise en place jusqu’aujourd’hui, ainsi que les acteurs individuels ou institutionnels impliqués dans ce processus. L’ACSTA gravite dans un champ organisationnel ‐ensemble d’organisations qui constituent un domaine reconnu de la vie institutionnelle (DiMaggio et Powell, 1983)-­ au sein duquel agissent différents acteurs qui ont influencé non seulement sa création, mais qui ont continué à jouer un rôle important tout au long de son évolution. Nous avons défini le champ de la sûreté aérienne et au sein de celui‐ci, nous avons analysé les mécanismes institutionnels, tout en identifiant et définissant le rôle des différents acteurs en présence. Il ressort de nos analyses que principalement deux types de contraintes institutionnelles (DiMaggio et Powell, 1983) ont influencé la création et le développement de l’ACSTA. Premièrement, mis à part les contraintes coercitives émanant de la règlementation internationale de l’Organisation de l’Aviation Civile Internationale, il apparait que d’autres contraintes du même type proviennent du gouvernement américain, par le biais de pressions visant à la mise en place de mesures sécuritaires, tant au moment de la création que tout le long de l’évolution de l’organisation. Il est à noter, cependant, le rôle du terrorisme et des tentatives d’attentat comme provocant de telles contraintes. Deuxièmement, nous avons identifié des contraintes du type normatif, c’est-à‐dire celles qui proviennent des valeurs, des normes et du bagage professionnel lié à la sécurité et à la sureté aérienne. Il apparait que les contraintes normatives agissent constamment alors que les contraintes coercitives surgissent ponctuellement tout au long de la période analysée. / This study analyzed the evolution of the Canadian Air Transport Security Administration (CATSA) since its creation up to today, as well as the individual and / or institutional actors implied in this process. CATSA gravitates in an organizational field ‐the group of organizations that constitute a recognized area of institutional life (DiMaggio and Powell, 1983)- in which different actors, who not only influenced its creation, continued to play an important role all along its evolution. We have defined the air transport security field and within, we have analyzed the institutional mechanisms while identifying and defining the role of the different actors. Our analysis suggests that mainly two types of institutional isomorphisms (DiMaggio and Powell, 1983) have influenced the creation and the evolution of CATSA. Besides the coercive constraints coming from the International Civil Aviation Organization’s international regulation, it appears that other similar pressures emanate from the government of the United States by the means of coercive isomorphism, aiming the establishment of security measures all along CATSA’s evolution. It should be noted, however, the role of terrorists and their attempts to attack, as the catalyst actors and events of such coercive isomorphism. Second of all, we have also identified normative pressures originating from the values and standards from the professional network, or branch, linked to air transport security. It appears that the normative pressures appear regularly, while the coercive pressures emerge punctually all along the analyzed time period.

La présente étude a analysé l’évolution de l’Administration Canadienne de la Sureté du Transport Aérien (ACSTA) depuis sa mise en place jusqu’aujourd’hui, ainsi que les acteurs individuels ou institutionnels impliqués dans ce processus. L’ACSTA gravite dans un champ organisationnel ‐ensemble d’organisations qui constituent un domaine reconnu de la vie institutionnelle (DiMaggio et Powell, 1983)-­ au sein duquel agissent différents acteurs qui ont influencé non seulement sa création, mais qui ont continué à jouer un rôle important tout au long de son évolution. Nous avons défini le champ de la sûreté aérienne et au sein de celui‐ci, nous avons analysé les mécanismes institutionnels, tout en identifiant et définissant le rôle des différents acteurs en présence. Il ressort de nos analyses que principalement deux types de contraintes institutionnelles (DiMaggio et Powell, 1983) ont influencé la création et le développement de l’ACSTA. Premièrement, mis à part les contraintes coercitives émanant de la règlementation internationale de l’Organisation de l’Aviation Civile Internationale, il apparait que d’autres contraintes du même type proviennent du gouvernement américain, par le biais de pressions visant à la mise en place de mesures sécuritaires, tant au moment de la création que tout le long de l’évolution de l’organisation. Il est à noter, cependant, le rôle du terrorisme et des tentatives d’attentat comme provocant de telles contraintes. Deuxièmement, nous avons identifié des contraintes du type normatif, c’est-à‐dire celles qui proviennent des valeurs, des normes et du bagage professionnel lié à la sécurité et à la sureté aérienne. Il apparait que les contraintes normatives agissent constamment alors que les contraintes coercitives surgissent ponctuellement tout au long de la période analysée. / This study analyzed the evolution of the Canadian Air Transport Security Administration (CATSA) since its creation up to today, as well as the individual and / or institutional actors implied in this process. CATSA gravitates in an organizational field ‐the group of organizations that constitute a recognized area of institutional life (DiMaggio and Powell, 1983)- in which different actors, who not only influenced its creation, continued to play an important role all along its evolution. We have defined the air transport security field and within, we have analyzed the institutional mechanisms while identifying and defining the role of the different actors. Our analysis suggests that mainly two types of institutional isomorphisms (DiMaggio and Powell, 1983) have influenced the creation and the evolution of CATSA. Besides the coercive constraints coming from the International Civil Aviation Organization’s international regulation, it appears that other similar pressures emanate from the government of the United States by the means of coercive isomorphism, aiming the establishment of security measures all along CATSA’s evolution. It should be noted, however, the role of terrorists and their attempts to attack, as the catalyst actors and events of such coercive isomorphism. Second of all, we have also identified normative pressures originating from the values and standards from the professional network, or branch, linked to air transport security. It appears that the normative pressures appear regularly, while the coercive pressures emerge punctually all along the analyzed time period.

Companies analyse large amounts of sensitive data on clusters of machines, using a framework such as Apache Hadoop to handle inter-process communication, and big data analytic tools such as Apache Spark and Apache Flink to analyse the growing amounts of data. Big data analytic tools are mainly tested on performance and reliability. Security and authentication have not been enough considered and they lack behind. The goal of this research is to improve the authentication and security for data analytic tools.Currently, the aforementioned big data analytic tools are using Kerberos for authentication. Kerberos has difficulties in providing multi factor authentication. Attacks on Kerberos can abuse the authentication. To improve the authentication, an analysis of the authentication in Hadoop and the data analytic tools is performed. The research describes the characteristics to gain an overview of the security of Hadoop and the data analytic tools. One characteristic is that the usage of the transport layer security (TLS) for the security of data transportation. TLS usually establishes connections with certificates. Recently, certificates with a short time to live can be automatically handed out.This thesis develops new authentication mechanism using certificates for data analytic tools on clusters of machines, providing advantages over Kerberos. To evaluate the possibility to replace Kerberos, the mechanism is implemented in Spark. As a result, the new implementation provides several improvements. The certificates used for authentication are made valid with a short time to live and are thus less vulnerable to abuse. Further, the authentication mechanism solves new requirements coming from businesses, such as providing multi-factor authenticationand scalability.In this research a new authentication mechanism is developed, implemented and evaluated, giving better data protection by providing improved authentication.