List of Figures

Executive summary

The scientific seminar on "Nomadic transport services for multi-modal mobility" organized in the framework of DECOMOBIL has been held the 15 th of November 2012 in Lyon, France, hosted by Ifsttar. The aims of the event were to present the scientific problematic of ergodesign and safety use of the nomadic applications in transport, in order to discuss with key stakeholders challenges to face, process and approach to develop, methods to use, future priorities and perspectives to identify in this domain.

Speakers have been identified as experts in the area, presenting main issues, scientific bottlenecks and results, based upon their involvement in research projects such as Mobiville, Infomoville, Optimod, TeleFOT, EcoDRIVER, Instant Mobility, in guidelines/standardisation process such as ISO and ESoP or in developing applications for ecomobility such as Ecogyser system and Nomadic Solutions. In addition to the European presentations, an exceptional presentation from an expert belonging to the Brazilian university of Ergodesign (PUC-Rio) shared with the European audience the Brazilian on-going research activities, projects and methodologies in the area of nomadic development and design.

This report gathers the following information: a brief CV of each speaker, a summary of their presentations and the full set of their slides in annex.

In addition, all the presentations (slides and video recordings of the presentations) are available for downloading on the DECOMOBIL website http://decomobil.humanist-vce.eu/Downloads.html.

Following the workshop, a questionnaire has been sent to the participants in order to gather their points of view and positions linked to future research priorities for Nomadic Devices in transport in terms of safety, maturity of technology, guidelines and design recommendations in addition to ecomobility impact. The main results of this investigation have been summarized in this report as a conclusion.

Introduction 1.1 Aim and context of the Nomadic workshop

In the framework of the DECOMOBIL project, organisation of this scientific seminar on "Nomadic transport services for multi-modal mobility" aims at presenting the scientific problematic in terms of ergodesign and safety use of the nomadic applications in transport, in order to discuss with external stakeholders challenges to face, process and approach to develop, methods to use, future priorities and perspectives to identify.

Speakers have been identified as experts in the area, presenting main issues, scientific bottlenecks and results, based upon their involvement in research projects (Mobiville, Infomoville, Optimod, TeleFOT, EcoDRIVER, Instant Mobility), in guidelines/ standardisation process (ISO, ESoP) or developing applications for ecomobility (Ecogyser system, Nomadic Solutions), in addition to their willingness to share with a European audience the running research activities, projects and methodologies used in Brazil (PUC-Rio).

The workshop announcement was made firstly via e-mail, disseminated to the HUMANIST VCE mailing list (1100 names), a more focused dissemination was then made to European networks working in European Transport Research (ECTRI, FERSI, FEHRL & EURNEX) who disseminated the information to their member institutes and/or universities. The DECOMOBIL partners were also asked to disseminate the information to their respective networks. Finally, a announcement was also made on the project website (http://decomobil.humanistvce.eu) and in the project newsletter 3 published in September 2012.

During the workshop, each participant was given a document containing all printed presentations. In order to increase the results dissemination, it was decided to take videos of each presentation in order to make them available for downloading on the internet after the workshop. All lecturers gave us agreement for video recording and dissemination of their presentations on internet (http://decomobil.humanist-vce.eu/Downloads.html).

Context and issues of nomadic design in multimodal transport

There is an increase potentiality of accessing to multi-modal mobility knowledge and real time information for citizens due to:

o the spreading out of a diversity of informative media and devices o the wide ratio of equipped travelers and drivers in the population of citizens o the availability of complex functionalities such as internet access and geolocation on these nomadic devices such as mobile phone

This context linked to nomadic functionalities allows an important part of the population of travelers and drivers to be informed "anywhere" and "any time". This easy access to information has high potential benefits for a clean and efficient multi-modal mobility :

o incentive to use public transport and self-serve bicycles, o avoidance of traffic congestion, o encouraging and supporting car-sharing,…

Nevertheless, the widespread use of smartphone services while driving can create an increase in critical road safety conditions.

The benefits in using low cost mobile services supporting ecomobility could be counterbalanced by a negative impact in terms of road safety when smartphones are used while driving if their design is not compatible with this context. Furthermore, testing methodologies to assess the safety and usability of integrated mobile services and guidelines supporting the design process for developers still need to be developed.

Presentations of this workshop covered the various aspects of the question, with diversified points of views and approaches to the problem. Discussions allowed the audience to debate with the speakers about their position and the perspectives of this issue in terms of research. After welcoming the participants to Ifsttar, the main purposes of the Decomobil project have been presented to the audience.

Presentations

Nevertheless, even if there has been a great improvement in their technology these last years (bigger screen, vocal recognition), designing a user friendly interface for these systems is a challenge, with the issue of efficiency of the service for multimodal travelers and road safety for drivers. Easy access to information through nomadic devices has high potential benefits for a clean and efficient multi-modal mobility: incentive to use public transport and self-serve bicycles, avoidance of traffic congestion, encouraging and supporting ride-sharing, etc… In this framework, the methodology consisting in developing ergonomic mock-up to support human centred design for nomadic devices has demonstrated is efficiency as:

• a tool for the ergonomists: allow to test in a realistic way several options such as space to display visual information, usability and optimisation of the dialogue • a tool of communication between ergonomists and developers: allow a complete description of the functions and the HMI to be discussed with the other partners The French project Mobiville is an example aiming at developing multimodal travelers information on a mobile phone:

• Development of a mobile service prototype for multimodal traveler based upon the ergonomic mock up principle • Evaluation of the service among 92 travelers in the city of Lyon (usability, acceptability, preferences, design) • Specific focus on senior travelers (65-74 and over 75 years old): this investigation showed that there are specific difficulties for senior travelers using mobile services linked to functional abilities and to cultural background of generational belonging. Results were in terms of design recommendations adapted to the variability of the users population.

Nomadic devices can be a great support of citizens' changes toward more sustainable transport behaviour (ridesharing, ecodriving, traffic information via social community,…) but presents critical aspects in terms of road safety (increase use while driving). For these reasons, it is important to understand nomadic usability, taking into account elderly and novices users and to set up design criteria and recommendations to support design process of developers.

At the end of the presentation, a short movies showing an experimental crash of a vehicle with a nomadic device plug on the windshield. The images demonstrated how the support of the nomadic is smashed by the inflatable air bag. A technical problem prevented to make available the full video of the presentation, the slides of the presentation available at http://decomobil.humanist-vce.eu/Downloads.html.

Summary:

The infomoville project is a project investigating the development of a real time information, communication and localization service for improving the mobility of travelers with visual or auditory disabilities in Public Transports.

GPS coordinates

Fig.4 Illustration of Infomoville project

Issues of nomadic devices for people with impairments is to understand what information is needed, which strategies are developed and how to develop an integrated tool to support this population. To support human centred design, the followed process was to watch a sample of persons in a "real situation", use different analysis' methodologies of the interviews, analyse and characterise their moving scenarios, identify avoidance strategies because of disability. Results from real situations analysis guide the ergonomist for the systems' design. In the framework of this project, the talk-to-speech functionality allowed the development of a specific and innovative feature, a barrel voice guidance on inter-station path.

The Guidance provides many supports: first, a global information about the entire interstation path to do: listen it full or rewind then, an information « by segment » for each part of the walking itineraries.

The form is adapted for each disability:

• Oral construction of the speeches.

• The « by segment » description help the memory.

• At any time, being able to advance, rewind or stop the guidance to listen to it entirely or just one segment.

• Work on the emplacement of the emergency speeches.

• Construction of syntax, semantics and prosody.

Support action to contribute to the preparation of future Community research programme in user centred Design for ECO-multimodal MOBILity -DECOMOBIL

In terms of results and expectation, this project showed that users appreciated the simplicity of use of this system and its adaptation to their specific needs. They would like in addition the creation of two distinct formats (experts and novices) and the Integration of the 2 functions they use with different tools on their mobile phone (the Kapten GPS and the « pedestrians voiced crossing light ».

It has to be noted that all the new technologies that were tested can work but their costs repel to bring them into use. Full video and slides of the presentation available at http://decomobil.humanistvce.eu/Downloads.html.

Issues on design of nomadic devices in

Summary:

Manuela Quaresma is a senior researcher from the Laboratory of Ergonomics and Usability of Interfaces in Human-Technology Systems (LEUI) in the Pontifical Catholic University of Rio de Janeiro (PUC-Rio) in Brazil. First, she presented to the European audience of the workshop the activities and approaches developed in her laboratory, in terms of research and training programs in the field of ergonomics and usability of information system, Human-Computer Interaction and transport systems. The ergodesign concept and approaches, in addition to the methods/techniques for analysis and evaluation, used by her research team have been detailed: task analysis combined with contextual inquiry, questionnaires, card sorting, heuristic evaluation and usability tests. Several examples of usability principles applied to design of mobile applications in terms of compatibility, legibility, information density and immediate feedback have been described.

Statistics about smartphone owners in Brazil have been given, in addition to the top ten of the most popular navigation applications downloaded in this country.

Fig.5 Smartphones in Brazil

A comparison of usability and ergodesign of two navigation applications and their potential consequences in terms of distraction for the drivers has been conducted following the method of the Extended Keystroke Level Model (KLM) technique.

Fig.6: iGO Primo App

Several tasks such as setting a destination by address, selecting destination of the gas station closest to the current position and storing a new home address have been tested following this method. The main results showed that the visual demand afforded by automotive navigation systems is directly related to the amount of screens that should be read in the data entry process. Indeed, the more screens are required to complete a task, more attention the user will have to spend with the system and the greater are the risks of driver distraction. Moreover, it is important to apply the OS features in navigation apps because, aside from the reduction of time, it also meets the usability principle 'compatibility'. References have been made to parallel activities in the field in USA (NHTSA reports) and in Japan (JAMA guidelines). Concerning USA, NHTSA has published a new set of HMI Guidelines to update the Alliance Guidelines originally based on the ESoP, with a draft which is controversial and has generated much comment. The guidelines cover original equipment invehicle device secondary tasks such as communications, entertainment, information gathering and navigation tasks not required to drive performed by the driver through visuo-manual means. These visuo-manual activities cover the driver looking at the device, manipulating a device-related control with the driver's hand and watching for visual feedback. A suggestion has been to implement a "car mode" on portable devices, similar to "airplane mode", allowing then to disable certain functions when the vehicle is moving. In a close future, NHTSA plan to publish guidelines for portable devices in 2013 and guidelines for vocal interfaces by 2014.

In addition to the setting up of guidelines, and in order to support the process, several scientific solutions need to be investigated: lane change task, occlusion method, peripheral/tactile detection task, eye movement analysis. Legislation is developing mostly related to driver behaviour. Considering lock-outs and limits or general principles, there is the challenge of identifying technology-invariant measurements.

In the pre-trip functions, the multimodal journey planner gives information on road traffic, public transport, parking availability, bike sharing, displayed on a global or a detailed route.

In the on trip function, the route can be refreshed, giving latest schedules and trip duration from real time information. The route recalculation occurs if the trip becomes impossible (severe delay, bikes or parks not available) and a new route is calculated taking into account the actual situation of the user (position, transport mode, user's settings). Full video and slides of the presentation available at http://decomobil.humanistvce.eu/Downloads.html.

Summary:

The key results from the TeleFOT project related to the impact of nomadic and after-market devices have been presented.

Using the Field Operational Test (FOT) Methodology -"Studies undertaken to evaluate a function or functions under normal operating conditions in environments typically encountered by the host vehicle(s) using quasi-experimental methods"-2800 subjects have been tested in Large Scale FOT and detailed FOT. The TeleFOT impact areas were safety, mobility, efficiency, environment and user up-take (acceptance and adoption).

To cover the research question about distraction using in-vehicle device, hypothesis made was that the duration and/or frequency of glances to defined areas of the visual scenes change with the device.

Crash-testing of nomadic device fittings have been conducted, in order to evaluate the injury risks in frontal/side/rear impact crashes for various types of low-cost customary fitting products.

Fig 12: Various types of low-cost customary fitting products for nomadic devices have been tested through crashes

The results showed considerable injury risk in rear-end collision with the device being hurled past the passenger's head implying serious injury potential.

Through this project, there have been use of in-depth data collection procedures to support large-scale data collection.

In terms of safety, objectives were to study positive and negative effects on visual behavior and impact on driver distraction during aftermarket and nomadic device usage in addition to other potential changes such as speed or lateral/longitudinal control. Impact of the TeleFOT systems on the environment has been conducted by analyzing their effect on fuel consumptions and emissions (Green Driving Advisor system for car in UK and for bus in Finland).

Overall evaluation by drivers indicated that Green Driving and Speed Info/Alert were used more often than Navigation Support and Traffic Information.

Nomadic devices change visual behavior in terms of frequency and duration of glances, with glances duration much less than 2 seconds.

Use of nomadic devices tended to improve car-following behaviour.

Main benefits were seen by drivers to be convenience (easy access to information), comfort (less uncertainty and errors), economic (less cost) and environment (fewer emissions). Full video and slides of the presentation available at http://decomobil.humanistvce.eu/Downloads.html.

Summary:

Efficient driving is a highly complex task. For pedagogical purposes, eco-driving is often summarized in short and simple advices (tips), but sometimes leading to a misunderstanding of the fuel-efficient driving strategy.

When drivers are asked to drive more efficiently, they generally interpret this as to drive slower, while reducing speed is not the only nor is it the optimal strategy for eco-driving.

Furthermore, complying the speed limits does not necessary save fuel (ISA studies). In fact, there are several factors other than speed, which can influence both fuel consumption and emissions.

Eco-driving should be distinguished from hypermiling: hypermiling trades off safety for fuel economy, while there is no tradeoff with eco-driving.

Eco-driving is, at every moment, a multicriteria optimization (energy consumption, safety, travel time, comfort,…) of each driving task.

The goal of ecoDriver is to build a system that help the driver learning and maintain an efficient driving style. Drivers will receive eco-driving recommendations through a multimodal HMI (i.e., a combination of visual, acoustic and haptic messages). The message content and types will be adapted to the driving style and to vehicle characteristics in order to maximize fuel use efficiency and improve traffic flows -but without compromising safety.

One of the project goals is to test and to compare effectiveness of built-in and nomadic navigation systems in encouraging green driving. The OEM partners of the project envisioned various options of HMI. For the HMI related to fuel efficiency, drivers better perceived instant information than aggregated information. There is little evidence of long term positive effects for instant information about fuel economy. The haptic pedal would work quite well but is not accepted by drivers and auditory feedback is often annoying.

In the project EcoDriver, the smartphone application uses Android and should adapt to these standards: back button always in the same place and use action bar instead of menu buttons.

The drivers' motivation for eco driving differs: time, fuel consumption or environmental factors but there are other factors influencing driving behavior: surrounding traffic, power of the vehicle. So, the system needs to adapt to drivers' skills and instant motivation.

limply, anticipate braking, take advantage of vehicle inertia,…these attitudes are not really natural).

This is what is proposed by the EcoGyser system that reconstructs fuel consumption and CO2 impact upon driver attitude without can bus connection. This system allows following training benefits up with or without location data.

In automotive domain, the main issue for cognitive ergonomics is to identify driver needs in real 0me driving, keeping the absolute necessity of driver's safety.

Map display on GPS navigator is very efficient especially when the screen is well placed and no handling needed during the drive. By contrast, for an eco driving helping tool, the only efficient real time information is an on board alert when the driver exceeds threshold (turn, braking,…).

There are two types of drivers: private individual in personal mobility situation and professional drivers.

• For private drivers, the EcoGyzer version brings to consumer eco driving in general use. When driving, a single screen is displayed and a text2speech advises when exceeding the threshold. The post analysis is conducted with screen status and global note. • For professional drivers, there is a module version with or without a buzzer, which allows analysing, comparing, storing, collecting and sending data to a remote server with award of virtuous attitudes a posteriori. Full video and slides of the presentation available at http://decomobil.humanistvce.eu/Downloads.html.

Summary:

Instant Mobility is a European Project bringing together cities (Roma, Istanbul, Nice, Trondheim), solution providers and research institutes with the aim to study and evaluate the opportunities that future internet technology may bring in urban mobility (car, bus, tramway, bike, walk for instance).

The general aims of the project are:

-to resolve the mobility issues by including all the stakeholders : multimodal travellers, car drivers and passengers, public transport operators, carriers and fleet managers, road and traffic managers.

-to provide to travellers and vehicles drivers a mean to plan and adjust their multi modal journey, or better find ride sharing opportunities in a dynamic way, and according to their preferences, location and the real time conditions (traffic, timetables, prices, etc.)

-to provide to public transport operators and the fleet managers a mean to optimize (for logistics actors: due to the e-commerce growth, a mean to organize load sharing, prevent re-delivery, use dynamic drop points, adapt the delivery to the consignee) -to provide itineraries adapted and optimized in real time as all the means of transport

Objectives of acceptability studies are to evaluate the acceptability for a generalization of demand-driven multi-modal transportation services bases on real time and anywhere location, and advanced preferences in 4 cities: Nice, Istanbul, Roma and Trondheim.

Evaluation of acceptability is targeted toward present and future users perception, taking into account the fact that there are several factors influencing social acceptability.

As the applications were just conceptual, we decided to test the technological characteristics such as usability, easiness, security, confidentiality and the social factors such as intention of use and behaviour: how to find information to prepare the travel, actual practices (mobile or GPS usage), intention of use, privacy and traceability, positive factors.

Two types of population have been targeted: private users (travelers and drivers) and professional drivers. Several languages versions of the questionnaire were available.

The online survey was available for 4 cities: via institutional web sites (Nice, Istanbul, Roma), local government web sites, transport operators web site and email to transport tickets holders in Trondheim. -A majority of persons uses its own vehicle, with a very low ride-sharing activity -There is a high demand for information while travelling -Information is mainly get through web or mobile applications -There is a large use of smartphones rather than traditional information in stations Concerning respondents' opinions for real-time location and previous trip recording: more than 90% would accept to transmit their location in real time, more than 84% would accept trip recording, and more than 50% require anonymous recording, and good privacy preservation rules.

For respondents' personal preferences recording, more than 50% record them today, more than 90% would record them in the future and more than 70% would require easy management of their data (modify, remove, share, …).

The customized services that are expected by the users are information while traveling in case of events (accident, road works …), optimized itinerary matching preferences, duration of the trip, arrival time, mean of transport and, far after, security or price.

In terms of assessment of the service, more than 60% evaluated the service nowadays and more than 85% in the future. Criteria of assessment are punctuality and frequency for public transports (> 85%), punctuality and experience o the drivers for ride sharing (80%). Attractive terms for the service are simple access and easiness of the tool and possibility to evaluate it anonymously.

For the acceptability of location transmission, 26% would accept, 9% would not, and 65% would accept under conditions such as privacy, anonymity, trust, and a combination of these 3 aspects.

For the acceptability of travel recording, 21% would accept, 16% would not, and 63% would accept under conditions such as privacy, anonymity, trust, and a combination of these 3 aspects.

For the acceptability of personal preferences register, 23,5% would accept, 12% would not, and 64,5% would accept under conditions such as privacy, anonymity, trust, and a combination of these 3 aspects.

And, finally, regarding the evaluation of the Instant Mobility services, 80,6% accepted to do it readily while 19,4% did not for various reasons such as too long and too complicated, not interested, judgment of a person and additional other reasons.

To conclude, main results from the acceptability survey are:

A confirmed users' need for daily or regular information linked to transport commuting context Importance of mobile use today for transport information purpose Good acceptability of the future services, tailored to their preferences and with better quality, especially punctuality and frequency rather than comfort and security Good acceptability from users for transmitting location information on real time as well as storage and personal preferences with conditions of anonymity, easiness and possibility to manage their own data. The use of social network generate participation by creating interactive communities of citizens in addition to policy makers and service providers sharing the same interest in order to develop a new, ecological and collaborative way of travelling.

In terms of trust, using crowdsourcing data to better chose and social networking to make anonymous user location.

Furthermore, use of smartphones and Twitter automatic data collection in addition to human data collection via "driver generated content" allows to develop reality mining, combining "big data" sources to influence local authorities to encourage innovative use networks and modes of transport and to enhance multimodal community.

Discussion and conclusion

Several issues have been raised during the event through exchanges between speakers and participants.

Some general conclusions on the nomadic design issues in relation to users' acceptability and road safety are presented in the following paragraph.

• Even if technical solutions exist in order for the information on nomadic devices to be accessed easily, the type of information relevant to be delivered in relation to the localization of the travelers/drivers, and the way to display it, still needs to be investigated, especially according to the context (urban, peri-urban, interurban) and the type of user (novice, professional drivers, elderly or impaired traveler).

• Usability and legibility of information on nomadic devices is a challenge in terms of human centred design, due to the size of the screen and the mode of dialogue (tactile screen, small keyboard,…).

• Needs and requirements specific to elderly travelers in terms of trips typicality and motivation, in addition to characteristics of their perceptive, cognitive and motor abilities have to be integrated in the design of multimodal transport services on nomadic devices, as this population will increase in the coming decades and as mobility of this population is an important issue for the society, previous studies showing that it impacts on the level of senior good health.

• Success in being able to attract drivers out of their vehicles in urban area by offering high quality information on other modes of transport (public transport real time schedule and guidance to location of stops and stations, availability and location of parking, availability and location of self service bicycle stations) is closely linked to a better understanding of drivers' needs and requirements, in addition to habits of use in order to support nomadic applications development.

Future priorities

Following the workshop, a short questionnaire has been sent to all the participants to get feedback about their opinion and their view in terms of future research perspectives based upon their expertise and the discussion run during the workshop (instructions and full questionnaire in annex 2).

The main answers received following this survey are summarized in the following paragraph:

1-Nomadic Research issues related to safety (priorities, bottlenecks, lacks, future focus in development, positive and negative impact, integration with other systems,…)

Priority of research:

• driver's safe use of Nomadic Devices during driving (functions, type of interaction): this research is a priority due to the widespread of these mobile devices and the increase number of available functionalities.

• rider's safe use of Nomadic Devices during riding (functions, type of interaction): this research is a priority has the riding task is very different from driver task, and almost no knowledge available about the specific context of PTW and the riders' behavior.

Lack of research

• Nomadic researches still need to be conducted on the consequence of the use of such systems on attentional focus and resources. For instance, it would be interesting to complete the study driven by M. Quaresma on visual interruptions while using nomadic system by a measure of the orientation of attentional focus. Indeed, as previously demonstrated by Posner (1980) the visual focus does not strictly correspond to the attentional one.

• Future focus on research understanding complex relationships between driver's attention (level of fatigue, experience in driving, ) and nomadic system use (purpose of application, mode of dialogue…) could be useful to (1) improve driver security while using (reading, tapping, talking with, hearing, etc..) this kind of system;

(2) improve the recommendations to drivers when they have to use them.

• Related to vehicles, the integration of different nomadic devices and the combined usage of IVIS and ADAS is an interesting issue for the forthcoming years (especially, for the evaluation of workload and, more in general, possible negative outcomes on road safety).

• The positive impact of the systems on some categories of drivers (elderly and novice but not only) should be evaluated through long-term research, which appropriately takes into account the possibility of behavioural adaptations to occur.

• Lack of research on impacts of attention and distraction for the drivers using nomadic devices, needs to set up adequate measures for drivers' workload adapted to this context

• International discussion and agreement by ad'hoc organisations such as IHRA-ITS or ISO have to be conducted to have an international consensus about criteria to take into consideration in order to define overload and distraction unsafe level for the driver using ND.

• Lack of knowledge on the mobile transport applications users' trust regarding information transmitted via social network supporting ridesharing. Travelers and drivers privacy due to personal information sharing has to be investigated in order to allow ridesharing to be fully efficient in urban and inter-urban trips. A better understanding of social acceptability would have a positive impact on reducing the number of vehicles on the road, for the benefit for ecomobility and the reduction of traffic congestion.

• Relevant metrics related to, for example, user engagement and travel choice influence, have to be defined in order to better understand the impacts of social media access on mobile devices.

• Good comprehension is needed about which services are currently used in car, their frequency and motivation of use in relation to targeted population such as novice and experience drivers, professional drivers, elderly, commuters, tourists and in relation to the context such as urban, peri-urban, motorway, countryside.

• The concrete modalities of integration of nomadic devices in a global cooperative information and communication system should be identified for sustainable transport in a perspective of implementation.

• Methodologies to assess safety use of smartphone applications while driving need to be developed and validated in order to be easily applied with low cost by developers for testing their services.

• Concrete specifications for hierarchy and logic of displays for several functionalities/applications simultaneously used in the same device have to be developed, based upon criticality and comfort in relation to transport context and type of user, in order for the mobile services to be used safely while driving and/or traveling.

Bottleneck:

• NDs will be used by different user groups inside the vehicle (driver; passengers).

o needs and requirements towards safety are different for these user groups (i.e. safety requirements from a driver's perspective are different to those from a passenger' perspective)

o the owner of a ND will often switch between the different user groups (i.e. the owner may be a driver for a certain time, then change to the role of a passenger, then back a driver again, and so on),

o the ND has to meet different safety requirements and should be able to adapt to the different safety strategies needed for the different user groups. The "car mode" principle seems to be not sufficient, if the different user groups inside the vehicle are not taken into account.

2-Nomadic

Research issues related to maturity of technology (priorities, bottlenecks, lacks, future focus in development, positive and negative impact, integration with other systems…)

Priority of research:

• Development on technical solutions to display the ND content on integrated screen of the vehicle (e.g;: mirror link technology) will allow:

o a better legibility as, usually, in-vehicle screen have visor to protect against reflection and high ambiance lighting, o an improved environment in case of crash for driver and passenger safety as, nowadays, the ND fixing support is not efficient in this type of critical context o a control of the display location as, for the moment, the ND can be fixed anywhere by the driver with sometimes very bad choices of location.

• Due to their spread out among population and the high number of available applications, ND are increasing safety risks for the driver unless integrated in the vehicle. Technical solutions to have an automatic link between the two systems (connection between the smartphone in the driver's pocket with the in-vehicle screen as soon as the driver sit into his/her vehicle) have to be fully operational, not costly and implemented in all the future vehicles.

• Robustness of ND vocal recognition capacities needs to be improved as it is a good mode of interaction between driver and system, allowing to keep the eyes on the road.

Lack of research

• Future technologies linked to Mobility issues such as Big data, contextualized data, NFC (Near Field Communication), Geolocation, Crowdsourcing and Machine To Machine need to be investigated for beneficial implementation in the specific area of transport mobile services.

• Standardization activities and commercial business models need to be developed in the area of communication between nomadic devices and the vehicle.

• Research should be conducted on the development of adaptive interface for nomadic device, taking into account the wide heterogeneity of users, and more specifically drivers, in terms of functional abilities, cultural background and experience.

• Creation of technological solutions that would allow avoiding driver mental overloading: modalities of optimization of the design and the features of the HMI taking into account the quickly evolving maturity of the nomadic technology.

• Modalities of integration of the nomadic functionalities with the other functionalities available in the vehicle.

• Research to develop a "supra-system", or « intelligent manager system » like the "K2000 voice", which would manage all the services used by the driver during his trip, including nomadic device functionalities, and delivers the information regarding to driver availability. Some prototypes related to this concept have been already developed, showing that the principle is relevant and efficient; additional development would deserve to be conducted taking into account maturity of the technology in this promising direction.

Bottleneck:

• Exchange of safety related data with vehicle-based systems.

• Development of nomadic device safe fixing in the car, able to resist to crash kinetic.

3-Nomadic

Research issues related to guidelines and design recommendations (priorities, bottlenecks, lacks, future focus in development, positive and negative impact, integration with other systems,…)

Priority of research:

• Development of verification procedures and criteria for NDs related to the ESOP recommendations.

• Structuring recommendations and guidelines useful for designers, industrials and European working groups in order to improve next generation of mobile services, especially the one used in driving context.

Lack of research

• Educational programs about the use of nomadic systems while driving need to be developed taking into account the fact that more and more functionalities are going to be available through ND, with some of them supporting the driving task or at least relevant in this context (ecodriving, ridesharing, alert information, navigation, traffic information, parking location,…).

• Identification and adaptation of relevant guidelines and standards available for invehicle systems to be applied to mobile services used while driving.

• Providing recommendations including ethical and personal security guidelines for the design and the operation of social media sites to support transport applications such as ridesharing or "driver or traveler generated content" for alert messages, for example. This can encompass delivery channels and multiple hardware platforms.

• Setting up design criteria and recommendations build up following human centred design process, considering heterogeneity of drivers population, including novice and elderly, to be used by designers/developers of nomadic devices, in order to prevent misconception, and with the objective of a safe use of nomadic devices into the vehicle.

• Developing guidelines on appropriate affective, that is to say attractive, and persuasive HMI principles for eco-driving support design, with the objective to encourage the driver to maintain his/her ecodriving behavior at middle and long term perspective.

• Covering issues of short versus long-term behavioral adaptation effects of different eco-driving schemes and HMI's, as well as propose certification methods for eco-driving schemes assessment.

• Investigating legal issues and need for standardisation for mobile services and nomadic devices.

• Developing guidelines for ND design in relation to ESoP as a good basis for mobile functionalities but taking care of not being too quantitative and prescriptive with the potential consequences of reducing scope for innovation and progress, especially in this area where technical features are rapidly evolving.

• International agreement on regulations about in-vehicle usage of non-integrated nomadic devices, as nomadic devices can be a source of danger for the driver and the passengers seating in the car (for instance, in the event of a crash in relation to a poor fixing ND support).

Bottleneck:

• Agreements between ND manufacturers to respect the ESoP or any recommendations about ND design and fixation in the car that would be relevant for road safety.

4-Nomadic

Research issues related to ecomobility (priorities, bottlenecks, lacks, future focus in development, positive and negative impact integration with other systems,…)

Priority of research:

• Investigation about impact on public transport and self-service bicycle use through development and widespread of nomadic multimodal transport service. • Modalities of integration in the same user friendly interface of the several ecomobile functionalities available on ND: updated information to the driver about alternative routes with the subsequent advantage of reducing fuel consumption and decrease congestion, information about driving style in terms of fuel consumption and emissions, and suggestions to change towards a more ecofriendly driving one, driver information about alternative transport means to reach final destination (for example, metro, bus, walking) and about the respective environmental impact associated to each of those transport mean. Objective is a single device for different information in different contexts and different modes of transport.

Lack of research:

• Assessment of usability and usefulness of transport services (all kinds, all modes) available on mobile phone.

• Development of multi-modal and eco mobility functionalities for nomadic service that would be user friendly and easy to access through, for example, development of ergonomic mock-ups (to support designers and developers processes).

• Definition of information content being communicated any time any where for an optimized use according to sub-group of the population: drivers, pedestrians, passengers of public transport, young or old travelers…

• Identification of needs of information for diversified population of travelers in the context of multimodal transport (pre-trip, on-trip) when considering multi-modal transport (public transport, self-service bicycles, car-sharing,…).

• Gathering knowledge on social media linked to transport and its potential for influence of sustainable travel choices and ecodriving practices.

• Investigation of long term learning effects of an eco-driving system presenting affective and persuasive HMI characteristics and their potential impacts on decrease of CO2 production and fuel consumption.

• Setting up design recommendations for mobile services beneficial for ecomobility that would allow supporting Small and Medium Enterprises and companies designing and developing mobile services and ICT solutions for sustainable transport, making them more efficient in developing accepted services then more competitive in an international market.

• Experimentation of ecomobility services usage cases in cities (e.g. FOT focusing on ridesharing, ecodriving functionalities on ND).

Fig. 1 :

 1 Fig.1: For transport smartphone applications, senior's needs and requirements have also to be taken into account ............................................................................................................................................................................ Fig. 2: Method of human centred design processes for interactive system (ISO norm 13407) .................................. Fig.3: Some pictures of the movie showing the nomadic support smashed by the air bag during the crash test of a vehicle ................................................................................................................................................................. Fig.4 Illustration of Infomoville project ....................................................................................................................... Fig.5 Smartphones on Brazil ....................................................................................................................................... Fig.6: iGO Primo App ................................................................................................................................................... Fig.7: Electronic cheklist available on tablet .............................................................................................................. Fig 8: Occlusion goggle method .................................................................................................................................. Fig 9: Eye movement analysis ..................................................................................................................................... Fig 10: Globam Map and transport database ............................................................................................................ Fig 11: HMI model for the smartphone app. .............................................................................................................. Fig 12: Various types of low-cost customary fitting products for nomadic devices ................................................... Fig 13: Illustrations of TeleFOT researches ................................................................................................................. Fig 14: Built-in full ecoDriver system .......................................................................................................................... Fig 15: Nomadic devices ............................................................................................................................................. Fig 16: One example of HMI integrated in the dashboard by OEM ............................................................................ Fig 17: DriveGain ........................................................................................................................................................ Fig 18: GreenMeter ..................................................................................................................................................... Fig 19: EcoGyzer illustration ....................................................................................................................................... Fig 20: EcoGyzer professional version ......................................................................................................................... Fig 21: Online Instant Mobility survey on the web site of the Istanbul city ................................................................ Fig 22: Ride sharing application on smartphone ........................................................................................................

2. 1

 1 Welcome and overview of the DECOMOBIL project (J.P. Medevielle, former President of Humanist) Jean-Pierre Medevielle, Deputy General Director of IFSTTAR (ex INRETS, the French National Research Institute for Transport and Safety Research) for the last 13 years graduated from Ecole Polytechnique and Ecole Nationale des Ponts et Chaussées. He has been research manager for the last 27 years including ICT and transport. He served as a scientific adviser of CCETT (Centre Commun d'Études de Télévision et Télécommunications, Rennes, France) in 1985-1989 at the time of the launching of the CARMINAT-EUREKA project. For the last 15 years, he has served at the International Program Committee of Intelligent Transport Systems (ITS) World Congresses. He has been involved within ITS research international cooperation from 1999 till now with USA, Japan and Australia. He was Secretary General of ECTRI from 2003 to 2007 and is a member of the Steering Committee of the eSafety Forum (Co-Chair of the RTD Working Group)and of ERTRAC.

Fig. 2 :

 2 Fig. 2: Method of human centred design processes for interactive system (ISO norm 13407)

Fig. 3 :

 3 Fig.3: Some pictures of the movie showing the nomadic support smashed by the air bag during the crash test of a vehicle.2.3 Issues on nomadic services to improve mobility of impaired people (Marie-FranceDessaigne, Ergonomos, Université Paris Descartes/LATI)

  Brazil, (Manuela Quaresma, LEUI, PUC-Rio Pontifical Catholic University of Rio de Janeiro) Manuela Quaresma has a B.Sc. degree in Industrial Design(UniverCidade, 1996), M.Sc. degree (2001) and D.Sc. degree (2010) in Design (Pontifical Catholic University of Rio de Janeiro -PUC-Rio). She is assistant professor and researcher at Arts & Design Department and coordinator of the specialization course in Ergonomics of PUC-Rio; she works in consultancies projects related to means of transportation, interfaces usability and workstation design; and she coordinates the Ergodesign, HCI and Transport Technical Group of ABERGO (Brazilian Ergonomics Association). She has experience in Industrial Design with emphasis in Ergonomics, acting in the following topics: ergodesign; product and human-computer interaction usability; automotive ergonomics; transportation ergonomics.

Fig. 7 :

 7 Fig.7: Electronic cheklist available on tablet.

Fig 8 :

 8 Fig 8: Occlusion goggle method Fig 9: Eye movement analysis

2. 7

 7 The impact of nomadic and after-market devices, Key results from TeleFOT (Andrew Morris, Loughborough University) Andrew Morris originally joined Loughborough University in 1995 but also worked as a Senior Research Fellow at the Monash University Accident Research Centre (MUARC) in Melbourne, Australia between 1997 and 2001. During this time, he worked on the Australian National Crash In-depth Study (ANCIS). Currently he is involved in a large programme of work which is evaluating nomadic driver information systems in real-world driving trials (the TeleFOT project). He is also interested in studying driver behaviour in naturalistic and experimental situations in the PROLOGUE and DaCoTA projects. Andrew also conducts Special Accident Investigations involving road crash and injury outcomes. Andrew's other research interests include vehicle passive safety performance, accident and injury causation and intelligent transport systems. He has published over 100 refereed technical publications, reports and conference papers in the subject of accident research and road crash injury. Andrew was awarded US Government Special Award of Appreciation in recognition of outstanding leadership and special contributions in the field of motor vehicle safety (June 2009).

Fig 13 :

 13 Fig 13: Illustrations of TeleFOT researches Evaluation of the efficiency of the TeleFOT systems is considered from the driver's perspective such as reporting on delays or on encountered traffic jams. A decrease in time spent following too closely the preceding vehicle would have been identified, with positive potential consequences in terms of safety and efficiency.

2. 8

 8 Design and development of mobile service for ecodriving, the ecoDriver project (Guillaume Saint-Pierre, Ifsttar) Guillaume Saint Pierre, born in 1975, holds a PhD in applied mathematics of the Toulouse III University. He is working at the Vehicle-Infrastructure-Driver interactions research unit (LIVIC) of the French institute of science and technology for transport, spatial planning, development and networks (IFSTTAR) since the beginning of 2007 as a statistician researcher. His work interests there are in understanding driver behaviour with the help of statistical analysis, road risk study, and fuel consumption analysis related to the driver usage of assistance systems. Before joining the LIVIC, he gained experience in statistical methodology as a post-doctoral fellow at INRIA, IRCAM, and INRETS, allFrench national research institutes. He is currently involved in various national and international research projects related to driving assistances impact assessment: U-Drive, EcoDriver and Volhand. He was recently involved in the first european large scale field operational test EuroFOT (ended in 2012) as the IFSTTAR responsible. He is also member of the European network of excellence HYCON2 (Highly-complex and networked control systems) and an active participant to the FOT-Net Specific Support Action, both EU funded.

Fig 14 :

 14 Fig 14: Built-in full ecoDriver system

Fig 16 :

 16 Fig 16: One example of HMI integrated in the dashboard by OEM Many applications already exist for nomadic devices, presenting different HMI for different purposes and with mainly visual display till now. Few applications are providing different services in the same time.

Fig

  Fig 17: DriveGain Fig 18: GreenMeter

Fig 19 :

 19 Fig 19: EcoGyzer illustration

Fig 20 :

 20 Fig 20: EcoGyzer professional version

Fig 21 :

 21 Fig 21: Online Instant Mobility survey on the web site of the Istanbul city

  The ride sharing factors of success have been identified:-a critical mass of drivers and passengers has to be achieved quickly to develop a sustainable market -incentive criteria: o a community to build the trust o alternative vehicles or car pooling for emergency or availability issues o efficiency, relevance and punctuality of the users -subsidies -capacities: car pool lanes, parking facilities at the meeting points (cities, employers) -levers o adaptation to users 'personal needs to give a sense of freedom o gamification and nudge o social networks to better manage information, communication, exchanges and pedagogy There are several examples of ride sharing smartphone applications in US. Their factors of success are linked to the fun of use, the easiness and quickness of responses, the community driven. The trust is built on driving test, in-person interview and inspection of the vehicle in addition to ranking system of the drivers.

Fig 22 :

 22 Fig 22: Ride sharing application on smartphone

to the preparation of future Community research programme in user centred Design for ECO-multimodal MOBILity -DECOMOBIL

Issues on Human

Full video of the presentation available at http://decomobil.humanist-vce.eu/Downloads.html

Summary

Due to the spreading out of a diversity of nomadic devices, with availability of complex functionalities such as internet access and geolocation, an important part of the population of travelers and drivers can be informed "anywhere" and "any time. Full video and slides of the presentation available at http://decomobil.humanistvce.eu/Downloads.html.

Summary:

Nomadic devices can be a blessing or a curse, especially for the drivers. They can support many applications with diversified purposes: route guidance, eco-driving, intelligent speed adaptation, even an application that has been rewarded for safe driving behaviour (IHYD for Insure How You Drive) but also entertainment. The example of the Vinci Autoroute App which allows drivers to get in-vehicle signs, congestion warning, basic ISA, emergency call, etc… and where Human Machine Interaction is acknowledged as being an issue.

The Working Groups from ISO or from other projects covering the issues of in-vehicle systems and ITS standardisation have been presented, in addition to the important work conducted under the DG InfSo management: the European Statement of Principles (ESoP). The development of the ESoP as a design assessment checklist to be easily used on a PC or a tablet has been presented, with communication of the email address where scientists can get free access to this electronic checklist.

From exclusive car use to combination of urban service through nomadic services, The

Optimod project (Jean-Loup Gauducheau, Cityway)

Full video and slides of the presentation available at http://decomobil.humanistvce.eu/Downloads.html.

Summary:

After a brief presentation of the company Cityway, the main aspects of the project Optimod'Lyon have been described The personal travel assistant app is a real time planner, with all transport modes (public and private), giving predicted traffic and using satellite navigation for on-trip assistance. Several questions need to be addressed:

• Nomadic application only for ecoDriving?

• Include a navigation service?

• How to adapt to driver's motivation?

• Is it acceptable to let drivers interact while driving?

• Is it acceptable to use a speedometer?

• How many different information can be provided?

• Interactions with social networks (facebook, google+) to improve attractiveness and competition between drivers? • Associated website for detailed history consultation?

EcoMobility and cognitive ergonomics (Patrick Minot, Nomadic Solutions)

Patrick Minot is engineer CESI. He spent several years in Africa as professor in the electronic/automatic domain, then as project manager in the subsidiary firm ETDE of Bouygues. Back to France, he worked at Philips during 16 years, being successively project officer, project director and finally project technical director in the area of communication and safety. Among other projects, he participated to the creation of the sound system of the Disneyland resort in Paris and was in charge of the electronic conference system used nowadays by the European parliament of Strasbourg. Then, he created in 2003 in partnership with Philippe Orvain the society Nomadic Solutions in the area of on-board computer technology.

Full video and slides of the presentation available at http://decomobil.humanistvce.eu/Downloads.html.

Summary:

The Nomadic Solutions company designs and distributes eco mobility products and has been laureate of several awards.

Eco driving taught and used in a large scale is a smart answer to reduce the mobility carbon footprint and will bring economical benefits.

For the eco driving training, the post training follow up is very important to get real benefits. There is a follow up necessity ; indeed, eco driving behaviour training is a long term process, it is not necessarily a natural way to drive a vehicle (moderate your acceleration but not Support action to contribute to the preparation of future Community research programme in user centred Design for ECO-multimodal MOBILity -DECOMOBIL Bottleneck:

• Adaptability and usability of ND functions, especially for elderly users, so there is no category of population excluded from using ecomobility ND services for an optimized global impact in addition to ethical aspects fulfillment.

• Transfer of favorite settings (functions, links, display settings etc.) to a new device generation, in order to get the new device quickly adapted to personal requirements and reduce time for learning the new system.

Support action to contribute to the preparation of future Community research programme in user centred Design for ECO-multimodal MOBILity -DECOMOBIL ANNEX 1

List of participants


Joberto S B Martins
email: joberto.martins@unifacs.br

Maxli B Campos

A SDN-based Flexible System for On-the-Fly Monitoring and Treatment of Security Events

Keywords: OpenFlow, SDN, Threats, Incident Response. I

The Software Defined Networking (SDN) paradigm decouples control and data planes, offering high programmability and a global view of the network. However, it is a challenge not only provide security in these next generation networks as well as allow that network attacks could be subjected to an incident and forensic treatment procedure. This paper proposes the implementation of flexible mechanisms of monitoring and treatment of security events categorized per type of attack and associated with whitelist and blacklist resources by means of the SDN controller programmability. The resources to perform intrusion and attack analysis are validated by means of a real SDN/OpenFlow testbed.

INTRODUCTION

Current computer networks do not meet some newer requirements and present new demands that need to be rethink. According to [START_REF] Anwer | Switchblade: A Platform for Rapid Deployment of Network Protocols on Programmable Hardware[END_REF] the absence of flexibility in controlling the internal operation of the equipment as well as the high cost of existing infrastructure are barriers to the evolution of architecture and the necessary innovation in the provision of new services and network applications. One of the initiatives in this direction is the Software Defined Network (SDN) paradigm that is in most cases based on the OpenFlow protocol [START_REF] Mckeown | OpenFlow: Enabling Innovation in Campus Networks[END_REF]. SDN typically employ a controller to install, on demand, packet forwarding rules per flow in the network nodes [START_REF] Kreutz | Software-Defined Networking: A Comprehensive Survey[END_REF]. Despite the advantages brought by the SDN networks, some of the vulnerabilities of traditional networks persist in SDN-based infrastructures, such as the typically centralized nature of the control plane, added to the fact that many of the tools and techniques used for security information as anti-virus and firewall are not sufficient to ensure safety [START_REF] Campos | A Security Architecture Proposal for Detection and Response to Threats in SDN Networks[END_REF]. The intrusion detection technologies, adequately integrated with the SDN environment, can provide an additional security element [START_REF] Bobba | Networking Software-Defined (SDN)[END_REF].

The use of OpenFlow in network security area considering analysis and intrusion prevention has been discussed and presented good results in previous research. For example, Lopes et al. [START_REF] Lopes | An Elastic Intrusion Detection System for Software Networks[END_REF] proposes BroFlow, an elastic and distributed IDPS (Intrusion Detection Prevention System) for defense against DoS attacks in virtualized SDN, that is based on the OpenFlow API and network traffic analyzer Bro. Jankowski et al. [START_REF] Jankowksi | Intrusion Detection in Software Defined Networks with Self-Organized Maps Journal of Telecommunications and Information Technology[END_REF] presented a solution where the outcome was based on the assumption that it is possible to classify whether network traffic flows represent normal operation or attack and the flows classification is based on features obtained through the functionality available in the SDN technology. Xing et al. [START_REF] Xing | Snort-Flow: A OpenFlow-based Intrusion Prevention System in Cloud Environment[END_REF] presented the SnortFlow, a proposal for IPS in a cloud environment, with XEN using OpenFlow switches to assist in capturing traffic. In this study, authors developed a prototype in which the SnortFlow agent was installed in the areas Sun 0 and Dom U.

Many of these works cover general features of SDN networks protection without making a demonstration with real network equipment, generating results using either simulation tools or prototypes. Thus, the purpose of this work is, firstly, to extend the related works through the implementation of an additional flexible mechanisms for monitoring and treatment of security events categorized per type of attack and associated with whitelist and blacklist resources. Secondly, the proposed solution will provide mechanisms to perform intrusion and attacks analysis with validation by means of a real SDN-OpenFlow testbed. Regarding the methodology used, it is characterized as an applied case study that explores the programmability of the SDN controllers in a real testbed. The focus is on validating the proposal itself and its implemented mechanisms for detection and reaction to future use at the Salvador University (UNIFACS) FIBRE network [START_REF] Abelem | FIT@BR -a Future Internet Testbed in Brazil[END_REF].

II. THE PROPOSED SYSTEM

SDN enables more flexible and predictable network control and makes it easier to extend the network with new functionality through the programmability of the controller. In this context, this work employs Ryu as the application coding platform for the control plane. Ryu is one of the controllers on the market developed by the Center for Innovation in Software (NTT Japan) under Apache 2.0 license [START_REF] Ryu | SDN Framework using OpenFlow 1.3[END_REF]. Ryu project is a framework based on software programming components that uses Python as the programming language and allows the development of new applications using multiple SDN protocols, including OpenFlow 1.0, 1.2, 1.3 and 1.4.

As shown in Figure 1, two applications were implemented on top of the Ryu controller. The first is Snort_Switch (switch_snort.py) which is the main code supporting a L2 Switch and responsible for enabling the OpenFlow Switch to redirect all traffic in promiscuous mode from one of its ports, set up for the Snort tool itself. The second application, called "mitigation" (mitigation.py), aims to address the Packet_event messages sent from Snort tool to Ryu controller when it is reported some event associated with an attack signature in the OpenFlow network. These two applications are intended to provide at the control plane the resources needed to implement the mechanisms of detection and response. The packet_in_handler is the main method in the switch.py file, where are processed all OpenFlow messages. In this method it is expected to allow the creation of flow entries in switches only if the MAC Source of a Packet_in message was registered previously in the Whitelist and not be in the Blacklist. In this method is also developed the treatment for Packet_event messages sent by Snort. The proposed concept is based on the SDN flow classification mechanism by type of traffic as shown in Table 1. An important aspect of this approach is the test environment for the generation of SDN network traffic, allowing verifying the effectiveness of the treatment mechanisms by type of attack. Table 2 shows the possible actions that have been programmed into the Ryu controller after identifying a suspicious network traffic. Three methods are essential to carry out the treatment of security events set out in Table 2 and allow for each type of class of attack a specific action or set of actions. For the types of Class 3 attack the treatment it is given by remove_table_flows method, programmed in mitigation.py file to send a command to the Switch to drop all flow entries that have the MAC address of the attack source and inserting this MAC in the blacklist, blocking the traffic and preventing new connections of the suspect device.

The type of attack Class 2 is considered by modify_table_flow method, defined in mitigacao.py file, that was programmed to send a command to Switch to rewrite all flow entries that have the MAC address of the attack source and redirect the traffic to port 4 of the Switch connect to a honeypot to deceive the attacker and understand (analyze) the used attack signature. In relation to the treatment of attack traffic Class 1, they are processed by Snort itself. In this case, they are detected by means of Snort rules and only performs the action of storing all traffic in the database such that they can be analyzed in the future using the Basic Analysis and Security Engine (BASE) tool.

III. REAL SDN NETWORK TESTBED

The SDN network in Figure 2 shows the equipment and framework components necessary to implement and validate the flexible Intrusion Detection and Treatment System (IDTS) proposed.

A. Description of the SDN network testbed

The experimentation network shown in Figure 2 uses a TP-Link (1) WR1043ND hardware, which is a wireless router approved by OpenWRT.org and [START_REF] Consortium | OpenFlow 1.0 for OpenWRT[END_REF] to operate as a low cost OpenFlow switch. To support the OpenFlow 1.3 protocol, necessary in the proposal, the equipment had its firmware changed and received the OpenWrt operating system version compiled from version "trunk" of OpenWRT (Barrier Breaker) [START_REF] Cpqd | OpenFlow 1.3 Software Switch[END_REF]. The detection and reaction mechanisms are implemented by coding at the file mitigacao.py in the controller which handles events Packet_event generated by Snort and that are sent to the Ryu controller through an application developed in python called pigrelay (12) available in [START_REF] Pigrelay | [END_REF]. The pigrelay tool is running on the Snort machine and when executed sends to the controller in the |IP 192.168.1.130| and port |51234| -security events being generated by Snort tool and stored in /var/log/snort/snort_alert. To enable the storage of data generated by Snort tool it was used a MySQL database manager. For security reasons, all access to the network controller is made by a single management console (13).

IV. VALIDATION OF THE PROTECTION MECHANISM

This section presents a brief description of the strategies adopted and implemented in the real SDN Network testbed and the validation of the protection mechanisms. The results obtained in the tests will be presented as command outputs of the Ryu controller that was running in verbose mode. The BASE tool is used as analysis tool for the alerts generated by Snort and available on the real SDN network testbed. For all attack simulation detected by Snort, an alert by means Packet_event message is sent to the network controller. The controller by means of application mitigation.py extracts alert information seeking the flow that matched with the alert the alert received.

A. Whitelist and blacklist

The creation of a flow entry in the switch will only succeed if the source MAC address is previously registered. As shown in Figure 3, for example, a device with a MAC address |68: 5b: 35: b4: fc: bf| when requesting the creation of an entry flow by means a Packet_in message had its request denied and was told to contact the administrator network. The authorized MAC address (Figure 3) are registered previously in whitelist.txt file in the directory of the Ryu, read and cached in a list created when executing the switch_snort.py file. that have had some kind of activity considered suspect in the OpenFlow network previously. The insertion of new addresses in blacklist.txt file is made in the treatment of Class 3 security events and allows to block new access for the node that originated an attack. At runtime, when a device requests the creation of a flow entry to the controller, a method in mitigation.py file is programmed to read the blacklist.txt file and identify if the MAC address of the device is on the list. If a device is requesting the creation of a flow entry through a Packet_in message, for example, the message is not handled by the controller and the MAC address is considered suspect, as shown in Figure 4.

B. Class 1 attack

For traffic generation, it was used a ICMP ping to test normal traffic on the network from the attacker's machine: #ping 172.16.10.2 As show in Figure 5, the normal traffic is subject to detecting and recording by means of creating a Snort rule classified as type Class 1. The treatment programmed in the controller for any traffic type Class 1 consists only in detect this traffic and record it in database for future analysis using the BASE tool.

C. Class 2 attack

For generation of traffic was used the nmap tool from the attacker's machine to test probe traffic on the network:

# nmap -sX -O 172.16.10.2 The tests conducted here consist in identify the type of attacks classified in the proposal as Class 2 and that were properly configured in Snort rules in rules.local file are being detected and the reaction mechanism consists of a call to modify_tables_flow.py method. This method executes the action to submit a REWRITE message to the Openflow switch with the objective to rewrite all flow entries that have the MAC address that originated the attack to the port switch 4 connected to a honeypot. When sending the message to the Switch, the method knows the MAC of the device that originated the attack by Packet_event message from Snort, which contains all the attack information, which are loaded in modify_tables_flow.py method as parameters (Figure 6).

In this way, it is possible to redirect all traffic to the port 4 of the switch redirecting all traffic and effectively implementing a trap for the attacker with the purpose of gathering information about the attack in progress. The test conducted here consists in identify the type of attacks classified in the proposal as Class 3. When sending to the controller (Figure 7) the Packet_event message identifying the probe test as Class 3, the controller through mitigacao.py code makes a call to drop_tables_flow.py method. This method performs the action of sending a DROP message to the OpenFlow switch with the purpose to remove all flow entries that have the MAC address that originated the attack. When sending the message to the Switch, the method knows the MAC of the device that originated the attack by Packet_event message from Snort, which contains all the attack information, which are loaded in drop_tables_flow.py method as parameters. As a result, the method removes all entries flow, interrupting the attack. However, only this action is not effective, because new requests for the device to create new flow entries would be made and it would keep the connection to the network. To avoid this, our approach proposes, as a second reaction mechanism for the Class 3 type attack, to associate the DROP action with the insertion of the MAC address that originated the attack on the blacklist. In this way, after any kind of malicious action is detected by a particular network node with this node being blacklisted, it becomes virtually impossible a NEW access, since the network policy follows the default "deny-by-default" premise. The estimated time between the identification of the type of attack, sending of Packet_event message to the controller and treatment given by drop_tables_flow.py method is taking an average of 2 to 3 seconds (Figure 8). That time presents in the Figure 8 is the necessary time to stop the attack and avoid compromising the OpenFlow network and validates the reaction mechanisms.

V. CONCLUSION

The Intrusion Detection and Treatment System (IDTS) proposal with its redirecting, mitigation and deceiving attacker security approach innovates and provides flexibilization, particularly in relation to the current intrusion detection using an IDS on a conventional style. This flexible technique, now associated with a network control mechanisms (SDN architecture/OpenFlow), allows an innovative way, not only to monitoring and detect potential attacks, as well as a "reaction" to the threats in a controlled and centrally manner. In effect, the validation tests reported illustrated only some of the possible protection approaches with the inclusion in the whitelist and reaction approaches with the inclusion in the blacklist and signaling to the administrator. Future works should include the use of others IDS on an architecture with more than one OpenFlow Switch to provide load balancing among other potential alternatives. The flexibility of the approach proposed reflects also the fact that we are proposing to secure a network with a logically centralized view and control although the controller itself might be fully distributed as commonly possible and frequently adopted on a SDN/OpenFlow network.

FIGURE 1 :

 1 FIGURE 1: RYU-BASED SYSTEM CODE BUILDING BLOCKS

  The experimentation setup has three different networks: the SDN network |IP 172.16.10.0/24| which basically connects the hosts in the OpenFlow network. For the test it was used two real machines as network clients, being one with the operating system Linux Kali |IP 172.16.10.251| (2) connected to port 4 of the Switch OpenFlow to simulate some attacks. The other machine is the one under attack (3) with Ubuntu Server 16.04. It was also employed one honeypot machine (4) emulating machines on the network by means of the honeyd tool, a low interaction honeypot. Machine server (5) runs the OpenFlow network Ryu controller |IP 192.1681.130/24|. The experimental setup includes protection mechanisms associated with whitelist (6) and blacklist (7) features, to demonstrate the effectiveness of the solution. The Ryu controller supports a Switch L2 with integration features with Snort tool using the controller programming flexibility. The Snort machine (8) has eth0 interface configured in promiscous mode (9) that receives all traffic on port 3 of the OpenFlow Switch in mirror mode (10), and eth1 configured on the |IP 192.168.1.120| to send packets of the type Packet_event (11) to Ryu controller when a malicious traffic is identified in the network.

FIGURE 2 :

 2 FIGURE 2: REAL SDN-OPENFLOW TESTBED

FIGURE 3 :

 3 FIGURE 3: BLOCKING OF UNAUTHORIZED MAC ADDRESS The blacklist is implemented by the blacklist.txt file available in Ryu code folder. It records all MAC addresses

FIGURE 4 :

 4 FIGURE 4: BLOCKING A SUSPECT MAC ADDRESS

FIGURE 5 :

 5 FIGURE 5: ICMP DETECTED (NORMAL TRAFFIC)

FIGURE 6 :

 6 FIGURE 6: CLASS 2 DETECTED (PROBE TRAFFIC)D. Class 3 attacksThe hping3 tool is an injector of packets used to perform stress tests on the network, allowing simulate DoS (Denial of Service) and DDoS (Distributed DOS) attacks. For simulation purposes, we used the following command in the attacker's machine:# hping3 -S -p 80 --flood --rand-source 172.16.10.2 The test conducted here consists in identify the type of attacks classified in the proposal as Class 3. When sending to the controller (Figure7) the Packet_event message identifying the probe test as Class 3, the controller through mitigacao.py code makes a call to drop_tables_flow.py method. This method performs the action of sending a DROP message to the OpenFlow switch with the purpose to remove all flow entries that have the MAC address that originated the attack.

FIGURE 7 :

 7 FIGURE 7: DOS ATTACK DETECTED (DOS TRAFFIC)

FIGURE 8 :

 8 FIGURE 8: TRAFFIC MONITORING OF THE INTERFACE ETH2

TABLE 1 :

 1 TRAFFIC CLASSES EXISTING IN THE REAL TESTBED[START_REF] Lopes | An Elastic Intrusion Detection System for Software Networks[END_REF]

	Traffic	Activities	Example of	Tools for traffic
	Class		activities	generation
			Communication	FTP, SSH, SMB, Apache,
	Class 1	Normal	between clients	WEB, Postgres, Telnet,
			and server	Ping ICMP
			Port probe,
	Class 2	Probe	vulnerability and	Metasploit, nmap
			version scan
	Class 3	DoS	Denial of service	Metasploit, hping3, nping

TABLE 2 :

 2 FLEXIBLE TREATMENT OF SECURITY EVENTS

	Traffic Class	Activities	Action	Type of treatment
	Class 1	Normal	Only detection	1. only storage in database
	Class 2	Probe	Detection and Reaction	1. store in database 2. REWRITE flow entries
	Class 3	DoS	Detection and Reaction	1. store in database 2. DROP flow entries 3. MAC Source in Blacklist