infrastructure
Hackers could try to take over a military aircraft; can a cyber shuffle stop them?
Sandia, Purdue team up to test cyberdefense against an algorithm trained to break it
Newswise — ALBUQUERQUE, N.M. — A cybersecurity technique that shuffles network addresses like a blackjack dealer shuffles playing cards could effectively befuddle hackers gambling for control of a military jet, commercial airliner or spacecraft, according to new research. However, the research also shows these defenses must be designed to counter increasingly sophisticated algorithms used to break them.
Many aircraft, spacecraft and weapons systems have an onboard computer network known as military standard 1553, commonly referred to as MIL-STD-1553, or even just 1553. The network is a tried-and-true protocol for letting systems like radar, flight controls and the heads-up display talk to each other.
Securing these networks against a cyberattack is a national security imperative, said Chris Jenkins, a Sandia National Laboratories cybersecurity scientist. If a hacker were to take over 1553 midflight, he said, the pilot could lose control of critical aircraft systems, and the impact could be devastating.
Jenkins is not alone in his concerns. Many researchers across the country are designing defenses for systems that utilize the MIL-STD-1553 protocol for command and control. Recently, Jenkins and his team at Sandia partnered with researchers at Purdue University in West Lafayette, Indiana, to test an idea that could secure these critical networks.
Their results, recently published in the scientific journal IEEE Transactions on Dependable and Secure Computing, show that done the right way, a technique already known in cybersecurity circles, called moving target defense, can effectively protect MIL-STD-1553 networks against a machine-learning algorithm. Sandia’s Laboratory Directed Research and Development program funded the research.
“When we talk about protecting our computer systems, frequently there are two main pieces we rely on,” said Eric Vugrin, a Sandia cybersecurity senior scientist who also worked on the project. “The first approach is just keeping the bad guy out and never permitting access to the system. The physical analogue is to build a big wall and don’t let him in in the first place. And the backup plan is, if the wall doesn’t work, we rely on detection. Both of those approaches are imperfect. And so, what moving target defense offers as a complementary strategy is, even if those two approaches fail, moving target confuses the attacker and makes it more difficult to do damage.”
Moving target defense must keep cyberattackers guessing
Like a game of three-card monte, in which a con artist uses sleight of hand to shuffle cards side-to-side, moving target defense requires randomness. Without it, the defense unravels. Researchers wanted to know whether a moving target defense would work to constantly change network addresses, unique numbers assigned to each device on a network. They weren’t sure it would work because, compared to other types of networks, MIL-STD-1553’s address space is small and therefore difficult to randomize.
For example, the strategy has proven useful with internet protocols, which have millions or billions of network addresses at their disposal, but 1553 only has 31. In other words, Sandia had to come up with a way to surreptitiously shuffle 31 numbers in a way that couldn’t easily be decoded.
“Someone looked me in the face and said it’s not possible because it was just 31 addresses,” Jenkins said. “And because the number is so small compared to millions or billions or trillions, people just felt like it wasn’t enough randomness.”
The challenge with randomizing a small set of numbers is that “Nothing in computer software is truly random. It’s always pseudorandom,” said Sandia computer scientist Indu Manickam. Everything must be programmed, she said, so there’s always a hidden pattern that can be discovered.
With enough time and data, she said, “A human with an Excel sheet should be able to get it.”
Manickam is an expert in machine learning, or computer algorithms that identify and predict patterns. These algorithms, though beneficial to cybersecurity and many other fields of research and engineering, pose a threat to moving target defenses because they can potentially spot the pattern to a randomization routine much faster than a human.
“We’re using machine-learning techniques to better defend our systems,” Vugrin said. “We also know the bad guys are using machine learning to attack the systems. And so, one of the things that Chris identified early on was that we do not want to set up a moving target defense where somebody might use a machine-learning attack to break it and render the defense worthless.”
Sophisticated algorithms don’t necessarily spell the end for this type of cyberdefense. Cybersecurity designers can simply write a program that changes the randomization pattern before a machine can catch on.
But the Sandia team needed to know how fast machine learning could break their defense. So, they partnered with Bharat Bhargava, a professor of computer science at Purdue University, to test it. Bhargava and his team had been involved previously in researching aspects of moving target defenses.
For the last seven years, Bhargava said, the research fields of cybersecurity and machine learning have been colliding. And that’s been reshaping concepts in cybersecurity.
“What we want to do is learn how to defend against an attacker who is also learning,” Bhargava said.
Test results inform future improvements to cybersecurity
Jenkins and the Sandia team set up two devices to communicate back and forth on a 1553 network. Occasionally, one device would slip in a coded message that would change both devices’ network addresses. Jenkins sent Bhargava’s research team logs of these communications using different randomization routines. Using this data, the Purdue team trained a type of machine-learning algorithm called long short-term memory to predict the next set of addresses.
The first randomization routine was not very effective.
“We were not only able to just detect the next set of addresses that is going to appear, but the next three addresses,” said Ganapathy Mani, a former member of the Purdue team who contributed to the research.
The algorithm had scored 0.9 out of a perfect 1.0 on what’s called a Matthews correlation coefficient, which rates how well a machine-learning algorithm performs.
But the second set of logs, which used a more dynamic routine, resulted in a radically different story. The algorithm only scored 0.2.
“0.2 is pretty close to random, so it didn’t really learn anything,” Manickam said.
The test showed that moving target defense can fundamentally work, but more importantly it gave both teams insights into how cybersecurity engineers should design these defenses to withstand a machine-learning-based assault, a concept the researchers call threat-informed codesign.
Defenders, for example, could “Add fake data into it so that the attackers cannot learn from it,” Mani said.
The findings could help improve the security of other small, cyber-physical networks beyond MIL-STD-1553, such as those used in critical infrastructure.
Jenkins said, “Being able to do this work for me, personally, was somewhat satisfying because it showed that given the right type of technology and innovation, you can take a constrained problem and still apply moving target defense to it.”
Sandia National Laboratories is a multimission laboratory operated by National Technology and Engineering Solutions of Sandia LLC, a wholly owned subsidiary of Honeywell International Inc., for the U.S. Department of Energy’s National Nuclear Security Administration. Sandia Labs has major research and development responsibilities in nuclear deterrence, global security, defense, energy technologies and economic competitiveness, with main facilities in Albuquerque, New Mexico, and Livermore, California.
Journal Link: IEEE Transactions on Dependable and Secure Computing
Source: Sandia National Laboratories
In a significant milestone for the nation’s first high-speed rail project, the California High-Speed Rail Authority (Authority) announced that it has successfully created over 13,000 construction jobs since 2015. This accomplishment not only signifies progress for the ambitious high-speed rail system but also highlights the positive impact it has had on the local Californian workforce.
Central Valley Takes the Lead:
With over 70 percent of these jobs going to residents of California’s Central Valley, the project has played a vital role in providing employment opportunities for individuals in the region. It is worth acknowledging the efforts of nearly 1,400 workers dispatched each day to various high-speed rail construction sites. These jobs have injected economic vitality and growth into communities across the Central Valley.
Regional Breakdown:
- Fresno County: 4,222 jobs
- Kern County: 2,538 jobs
- Tulare County: 1,282 jobs
- Madera County: 580 jobs
- Kings County: 462 jobs
- Merced County: 189 jobs
- Remaining California Counties: 3,387 jobs
- Out-of-State: 369 jobs
A Decade of Strong Partnerships:
The Authority has had a longstanding partnership with the California State Building Trades, which has facilitated the creation of thousands of good-paying union jobs. Notably, during the past five years alone, over 10,000 construction positions have been generated through these collaborative efforts. Moreover, a significant focus has been placed on directing employment opportunities towards individuals from disadvantaged communities, further promoting inclusivity and economic upliftment.
California Jobs First Council:
To bolster job creation even further and ensure economic prosperity for all Californians, the California Jobs First Council was established. This council aims to align economic resources, expedite job creation, and enhance opportunities throughout the state. With particular focus on the Central San Joaquin Valley, this initiative serves as an impetus for creating more jobs, rapidly, in every community.
Future Expansion and Construction Progress:
Looking ahead, the Authority is resolute in extending the current 119-mile high-speed rail network to span 171 miles, reaching from Merced to Bakersfield. The construction has already commenced on this expansion project. Presently, more than 25 dynamic construction sites are active within the Central Valley. As a testament to its commitment to environmental stewardship, the Authority has obtained full environmental clearance for 422 miles of the high-speed rail program, stretching from the Bay Area to Los Angeles County.
Stay Updated:
For the latest developments and information about the high-speed rail construction, interested individuals are encouraged to visit the official website: www.buildhsr.com. On the website, visitors can access recent videos, animations, photographs, press center resources, and the latest renderings of the project. All files are available for free use, courtesy of the California High-Speed Rail Authority.
The California High-Speed Rail Authority’s achievement of surpassing 13,000 construction jobs is undoubtedly a cause for celebration. By focusing on job creation and prioritizing the local workforce, this landmark project is making a positive difference in the lives of Californians, particularly those in the Central Valley. With continued progress and future expansions, the California High-Speed Rail project not only brings efficient transportation but also provides a substantial economic boost that benefits communities and individuals alike.
Source: California High-Speed Rail Authority
What is California High-Speed Rail?
The California High-Speed Rail (CAHSR) is a state-funded project led by the California High-Speed Rail Authority. Currently under construction, Phase 1 is planned to cover 494 miles from San Francisco to Los Angeles, passing through the Central Valley. There are plans for Phase 2, which would extend the system to Sacramento and San Diego, totaling 776 miles. Authorized by a 2008 ballot, this ambitious project aims to connect major urban areas, significantly reducing travel times. The goal for Phase 1 is to achieve a travel time of 2 hours and 40 minutes between San Francisco and Los Angeles, a vast improvement from the existing Amtrak service, which takes around nine hours.
Construction of Phase 1 began in the Central Valley back in 2015. The project is being built in sections due to limited funding. The state aims to complete a 171-mile (275 km) long Initial Operating Segment (IOS) connecting Merced and Bakersfield by 2024. The IOS is expected to begin its revenue service as a self-contained high-speed rail system between 2030-2033, at an estimated cost of $28–35 billion. CAHSR trains running along this section would be the fastest in the Americas, with a top speed of 220 mph (350 km/h).
Between January 2015 and December 2023, a whopping amount of $11.2 billion was spent on the IOS project, which includes 119 miles (192 km) currently under construction, alongside upgrades to the existing rail lines in the San Francisco Bay Area and Greater Los Angeles. The plan is that Phase 1 will share tracks with conventional passenger trains. However, the Authority has not yet secured funding to connect the Central Valley section with either the Bay Area or Los Angeles, which involves crossing several major mountain passes. As of 2024, it is estimated that Phase 1 will cost a total of $106.2 billion.n.
Supporters of the California High-Speed Rail project emphasize the potential benefits it offers, including the reduction of air traffic and highway congestion, decreased pollution and greenhouse gas emissions, and the promotion of economic growth by connecting inland regions to coastal cities. However, opponents argue that the project is too expensive and advocate for directing funds to other transportation or infrastructure initiatives. The choice of route and the decision to initiate construction in the Central Valley, rather than more densely populated areas, have been points of contention. The project has encountered notable challenges such as delays and cost overruns due to management issues, legal disputes, and a lack of complete funding commitment.
https://en.wikipedia.org/wiki/California_High-Speed_Rail#
STM Blog
Riding the Rails to a Sustainable Future: The Rise of High-Speed Rail in the U.S.
High-speed rail in the U.S. offers a sustainable, faster, and comfortable alternative to flying and driving, significantly reducing carbon emissions.
In a world where environmental sustainability and efficient transportation are becoming increasingly critical, the United States is making strides towards a faster and greener future with the expansion of high-speed rail networks. While the U.S. may have lagged behind other countries in this area, promising developments such as the Brightline West project in the Southwest, the Texas line connecting major cities, and the Northwest corridor linking bustling urban centers are paving the way for a new era of travel.
High-speed rail presents a compelling alternative to traditional modes of transportation. With trains reaching speeds of up to 200 mph, these systems offer a comfortable, cost-effective, and time-efficient way to travel. Compared to flying, high-speed rail eliminates the hassles of airport security checks and long wait times, while surpassing the speed of driving without the stress of being behind the wheel. Passengers can unwind, be productive, or simply enjoy the journey, making it a holistic travel experience.
Beyond the convenience and comfort it offers, high-speed rail holds immense promise in reducing carbon emissions and combating climate change. The potential environmental impact of projects like the Brightline West is staggering, with estimates suggesting that millions of cars could be taken off the road, significantly curbing carbon pollution. Given the alarming statistics on the environmental cost of traditional transportation, transitioning to high-speed rail is a crucial step towards mitigating the harmful effects of climate change.
The urgency of addressing climate change cannot be overstated. The emissions released from burning fossil fuels are driving global warming at an alarming rate, leading to catastrophic consequences such as extreme weather events and environmental degradation. By opting for public transportation like high-speed rail, individuals can contribute to cooling down the planet and reducing their carbon footprint. Additionally, embracing sustainable modes of travel such as walking and biking not only promotes environmental conservation but also enhances personal health and well-being.
As the U.S. accelerates its efforts to embrace high-speed rail and other eco-friendly transportation options, we are moving closer to a future where sustainability and efficiency go hand in hand. By choosing to ride the rails, we are not only embarking on exciting journeys but also taking meaningful steps towards a cleaner, greener planet for generations to come.
If you are interested about high speed rail in America, check out these articles:
https://en.wikipedia.org/wiki/Acela
https://en.wikipedia.org/wiki/Brightline
https://en.wikipedia.org/wiki/High-speed_rail_in_the_United_States
Blog
Progress and Setbacks: Amtrak’s Journey Towards High-Speed Trains in the Northeast Corridor
After years of delays and setbacks, Amtrak is nearing the introduction of new high-speed trains in the Northeast Corridor, promising faster travel.
After years of challenges and setbacks, Amtrak is edging closer to introducing new high-speed trains to the bustling Northeast Corridor. Following a series of delays and rigorous safety and design disputes, the new trains have finally received clearance from the Federal Railroad Administration to commence track testing along the route from Washington, D.C., to Boston.
The Avelia Liberty trains, with a price tag of about $1.6 billion, are set to replace the aging Acela fleet. Promising a maximum speed of 160 miles per hour and increased passenger capacity, these sleek red, white, and blue trains are expected to offer a faster and smoother ride, featuring enhanced tilt technology for navigating curves.
However, the project has been plagued by setbacks, with the trains now three years behind schedule. Despite initial hopes for a 2024 launch, the exact date for passenger service remains uncertain. The challenges have included issues with computer modeling, delays in train delivery, and the need for significant repairs and upgrades to the Northeast Corridor tracks.
Amid these challenges, Amtrak has spent over $48 million on maintaining the outdated Acela trains. The journey towards high-speed rail in the Northeast has been a bumpy one, marked by unanticipated obstacles and contractual oversights. Nevertheless, as Amtrak and Alstom move forward with on-track testing, stakeholders are hopeful that the identified problems will pave the way for a smoother testing phase and eventual passenger service.
As the saga continues, the industry will keenly observe how these new trains perform on the Northeast Corridor, with a collective hope that this technological leap will ultimately redefine travel on one of America’s busiest rail corridors.
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