LA Police Argue All Vehicles Are Under Investigation

As reported by Gizmodo: Do you drive a car in the greater Los Angeles Metropolitan area? According to the L.A. Police Department and L.A. Sheriff's Department, your car is part of a vast criminal investigation.

The agencies took a novel approach in the briefs they filed in EFF and the ACLU of Southern California's California Public Records Act lawsuit seeking a week's worth of Automatic License Plate Reader (ALPR) data. They have argued that "All [license plate] data is investigatory." The fact that it may never be associated with a specific crime doesn't matter.

This argument is completely counter to our criminal justice system, in which we assume law enforcement will not conduct an investigation unless there are some indicia of criminal activity. In fact, the Fourth Amendment was added to the U.S. Constitution exactly to prevent law enforcement from conducting mass, suspicion-less investigations under "general warrants" that targeted no specific person or place and never expired.

ALPR systems operate in just this way. The cameras are not triggered by any suspicion of criminal wrongdoing; instead, they automatically and indiscriminately photograph all license plates (and cars) that come into view. This happens without an officer targeting a specific vehicle and without any level of criminal suspicion. The ALPR system immediately extracts the key data from the image—the plate number and time, date and location where it was captured—and runs that data against various hotlists. At the instant the plate is photographed not even the computer system itself—let alone the officer in the squad car—knows whether the plate is linked to criminal activity.

Taken to an extreme, the agencies' arguments would allow law enforcement to conduct around-the-clock surveillance on every aspect of our lives and store those records indefinitely on the off-chance they may aid in solving a crime at some previously undetermined date in the future. If the court accepts their arguments, the agencies would then be able to hide all this data from the public.

However, as we argued in the Reply brief we filed in the case last Friday, the accumulation of information merely because it might be useful in some unspecified case in the future certainly is not an "investigation" within any reasonable meaning of the word.

LAPD and LASD Recognize Privacy Interest in License Plate Data

In another interesting turn in the case, both agencies fully acknowledged the privacy issues implicated by the collection of license plate data.  LAPD stated in its brief:

"[T]he privacy implications of disclosure [of license plate data] are substantial. Members of the public would be justifiably concerned about LAPD releasing information regarding the specific locations of their vehicles on specific dates and times. . . . LAPD is not only asserting vehicle owners' privacy interests. It is recognizing that those interests are grounded in federal and state law, particularly the California Constitution. Maintaining the confidentiality of ALPR data is critical . . . in relation to protecting individual citizens' privacy interests"

The sheriff's department recognized that ALPR data tracked "individuals' movement over time" and that, with only a license plate number, someone could learn "personal identifying information" about the vehicle owner (such as the owner's home address) by looking up the license plate number in a database with "reverse lookup capabilities such as LexisNexis and Westlaw."

The agencies use the fact that ALPR data collection impacts privacy to argue that—although they should still be allowed to collect this information and store it for years—they should not have to disclose any of it to the public. However, the fact that the technology can be so privacy invasive suggests that we need more information on where and how it is being collected, not less. This sales video from Vigilant Solutions shows just how much the government can learn about where you've been and how many times you've been there when Vigilant runs their analytics tools on historical ALPR data. We can only understand how LA police are really using their ALPR systems through access to the narrow slice of the data we've requested in this case.

We will be arguing these points and others at the hearing on our petition for writ of mandate in Los Angeles Superior Court, Stanley Mosk Courthouse, this coming Friday at 9:30 AM.

Apps By The Dashboard Light

As reported by MIT Technology Review: Starting next month, many car buyers will be getting a novel feature: Internet connections with speeds similar to those on the fastest smartphones—and even a few early dashboard-based apps, engineered to be as dumbed-down as possible.

Backseat passengers could get streaming movies and fast Wi-Fi connections to smart watches and tablets in (and near) the car. For drivers, high-resolution navigation maps would load quickly, and high-fidelity audio could stream from Internet radio services. But the first dashboard apps will be limited, spare versions of familiar ones like the Weather Channel, Pandora, and Priceline.

The first U.S. model with the fast wireless connection—known as 4G LTE, around 10 times faster than 3G connections—is expected to be the 2015 Audi A3, which goes on sale next month for a starting price of $29,900. Data plans will cost extra—an average of around $16 a month.

GM says it expects to sell 4G-equipped 2015 Chevrolets and other models starting in June. Many other carmakers, including Ford and Toyota, are following suit, both in the U.S. and worldwide, using partnerships with wireless carriers to deliver the connectivity.

By providing apps, carmakers see an opportunity for product differentiation and steady revenue streams. They also suggest that connectivity can lead to new safety features, and that using these onboard services will be safer than furtively glancing at phones.

But when drivers browse the GM AppShop, they shouldn’t expect what they get on an iPhone or a Galaxy phone. GM expects to provide just 10 apps initially, most of them mapping, news, and radio services.



That’s partly because the automaker’s screening process for apps is brutal, says Greg Ross, director of product strategy and infotainment for GM vehicles. “They go through rigorous safety and security standards,” he says. “And since it’s pulling data from the car, it’s locked down before it ever gets into the vehicle.”

As a result, the technology and interface need to be almost as simple as an analog radio knob, says Bruce Hopkins, cofounder of BT Software, based in San Diego. He is one of a very few developers whose apps will be available in GM cars.

Called Kaliki, BT Software’s app provides audio readings of stories—done by humans, not text-to-speech software—pulled from mainstream publications such as USA Today and TV Guide, as well as podcasts from radio and TV stations. (Its advantage over the radio? “Radio has been around for the last eight decades, and you still can’t pause it,” he says.)

Hopkins followed detailed rules from GM—no pinch-zoom controls or tiny icons allowed, for example—and spent two years developing the app, including time in a test facility in Detroit. “One of the terms GM talks a lot about is driver workload,” he says. “You cannot have anything that would require the driver to have several different things they have to think about. At the end of the day, they want something that works as simple as the regular radio.”

The apps know if you are driving. Drivers will never be able to open a “terms and conditions” screen—or play a game, assuming games ever come—unless the vehicle’s transmission is in “park.”

Despite the hurdles, 4,000 developers have registered with GM’s app store, because the payoff could be large for them: getting their apps included in a car could help them market versions that work on smartphones. And apps in cars command much more attention if they are among just a few that a driver can choose from while sitting behind the wheel for an hour or two every day.

In the longer term, apps will emerge that draw on data generated by the car, says GM’s Ross. 

This could be useful for maintenance or driving efficiency—or to generate data for insurance discounts. Apps tapping information from many cars could alert drivers to accidents; signals indicating hard braking or slipping wheels in other cars could warn of slick roads ahead. 

Sensors can ultimately help bring about semi-autonomous or fully autonomous cars (see “Data Show’s Google’s Robot Cars Are Smoother, Safer Drivers Than You or I”).

Henry Tirri, CTO of Nokia, says the potential for apps in cars is vast, given the amount of data vehicles produce. “The car is already probably the densest sensor hub that an individual owns right now,” he says. (See “After Microsoft Deal, What’s Left of Nokia Will Bet on Internet of Things.”)


In Audi’s case, the service will cost $100 for up to five gigabytes of data over six months, or $500 for 30 gigabytes over 30 months. GM has not announced pricing except to say that customers can get various plans combining service to their homes, phones, and cars. Both GM and Audi are using AT&T to provide service (see “GM and AT&T Blur Line Between Car and Smartphone”).

Flying Drones Can Monitor Smartphones From the Air Posing As WiFi Networks

Turn off your Wi-Fi.  This flying drone could be hacking your
smartphone from the air.

As reported by International Business Times: UK security firm Sensepost has discovered that unmanned flying drones can be used to hack into smartphones by simply flying over London pretending to be a Wi-Fi network.

Smartphones are constantly sending out signals trying to find familiar Wi-Fi networks to connect to, such as your home or work network, or even the Starbucks free Wi-Fi network you accessed two weeks ago.

Using a simple off-the-shelf helicopter drone it bought on Amazon, the researchers were able to create a piece of software called Snoopy that can detect those signals and trick the phone into thinking that the drone is a familiar Wi-Fi network.

Once the phone is connected to the drone, all data traffic sent from apps like email, Facebook and even banking apps captured and fed back to those controlling the drone. This shows that cybercriminals don't have to infect your smartphone with malware in order to monitor your activity.

Sensepost developers tested their flying drone two weekends ago by flying it over people's heads on a sunny afternoon in London Fields, Hackney, and to their amazement, no one noticed the drone at all.

The drone is watching you
"In the old days, to hack someone you needed a laptop with a big antenna which would be really obvious, but now we're in the age of really small devices. We thought, can we apply an old-school Wi-Fi hack called Karma?" Sensepost's chief operating officer Daniel Cuthbert tells IBTimes UK.

Not only can the drone monitor your smartphone, but it's also very easy to track someone's movements and habits through their phone.

The firm first programmed an old Nokia N900 smartphone to become a spying device two years ago, put the device in their pocket and then spent some time hanging out in major London train stations Liverpool St, Oxford St, Victoria and Kings Cross St Pancras.

While they blended in and sat having a coffee, the device picked up data from over 60,000 smartphones in the four stations.

Sensepost took the data and put it into Wigle, an open-source geo-location service. When they cross-referenced the data with Google Streetview, they were then able to track all the people and their smartphones as they moved throughout the stations and beyond.

Turn off your Wi-Fi
"People put so much trust into the Internet, it's mind-boggling. Stop putting so much trust in the Internet. When you go out, turn your Wi-Fi off on your phone," Cuthbert warns.

"We want more pressure put on the developers of iOS, Android, Windows Phone and BlackBerry to improve security on smartphones. You wouldn't buy a car with poor security, why are we willing to do it with the Internet?"

Cuthbert also warns against connecting to free public Wi-Fi if you're not sure where it's coming from.

"If you don't know who the Wi-Fi network belongs to, how do you know if it's malicious? Someone could be accessing your data and you don't know where it's going," he says.

Sensepost will be presenting their research at the Black Hat Asia cybersecurity conference in Singapore next week.

The firm is also working on non-security deployments of unmanned flying drones being used for crowd management and to collect data about people in a certain geographic location, so that advertisers can serve them targeted advertising.

How Your Tweets Can Reveal Your Home Location

IBM researchers have developed an algorithm that predicts
your home location using your last 200 tweets.

As reported by MIT Technology Review: One of the optional extras that Twitter allows is for each tweet to be tagged with the user’s location data. That’s useful if you want people to know where you are or so that you can later remember where certain events took place. It also gives researchers a valuable tool for studying  the geographical distribution of tweets in various ways.

But it also raises privacy issues, particularly when users are unaware, or forget that, their tweets are geotagged. Various celebrities are thought to have given away their home locations in this way. And in 2007, four Apache helicopters belonging to the US Army were destroyed by mortars in Iraq when insurgents worked out their location using geotagged images published by American soldiers.  

Perhaps these kinds of concerns are the reason why so few tweets are geotagged. Several studies have shown that less than one per cent of tweets contain location metadata.

But the absence of geotagging data does not mean your location is secret. Today, Jalal Mahmud and a couple of pals at IBM Research in Almaden, California, say they’ve developed an algorithm that can analyse anybody’s last 200 tweets and determine their home city location with an accuracy of almost 70 per cent.

That could be useful for researchers, journalists, marketers and so on wanting to identify where tweets originate. But it also raises privacy issues for those who would rather their home location remained private.

Mahmud and co’s method is relatively straightforward. Between July and August 2011, they filtered the Twitter firehose for tweets that were geotagged with any of the biggest 100 cities in the US until they had found 100  different users in each location.

They then downloaded the last 200 tweets posted by each user, rejecting those that posted privately. That left them with over 1.5 million geotagged tweets from almost 10,000 people.

They then divided this data set in two, using 90 per cent of the tweets to train their algorithm and the remaining 10 per cent to test it against.

The basic idea behind their algorithm is that tweets contain important information about the probable location of the user. For example, over 100,000 tweets in the dataset were generated by the location-based social networking site Foursquare and so contained a link that gave the exact location. And almost 300,000 tweets contained the name of cities listed in the US Geological Service gazetteer.

Other tweets contained clues to their location like phrases such as “Let’s Go Red Sox”, a reference to the Boston-based baseball team. And Mahmud and co say that distribution of tweets throughout the day is roughly constant across the US, shifted by time zone. So a user’s pattern of tweets throughout the day can give a good indication of which time zone they’re in.

So the question these guys set out to answer was whether it was possible to use this information to predict a user’s home location, a result they could test by matching it against the user’s geotagged metadata.

Mahmud and co used an algorithm known as a Naive Bayes Multimonial to do the number crunching. The trained it by feeding it the training dataset along with the geolocation data.

They then tested the algorithm on the remaining 10 per cent of the data to see whether it could predict  the geolocation.

The results are interesting. They say that when they exclude people who are obviously travelling, their algorithm correctly predicts people’s home cities 68 per cent of the time, their home state 70 per cent of the time and their time zone 80 per cent of the time. And they say their algorithm takes less than a second to do this for any individual.

That could be a useful tool. Journalists, for example, could use it to determine which tweets were coming from a region involved in a crisis, such as an earthquake, and those that were just commenting from afar.  Marketers might use it to work out the popualrity of their products in certain cities.

And it also suggests ways that people can improve their privacy–by not mentioning their home location, of course.

Mahmud and co say their algorithm could do better in future. For example, they think they can get more fine-grained detail by searching tweets for mentions of local landmarks that can be pinpointed more accurately. Whether that turns out to be possible, we’ll have to wait and see.

An interesting corollary to all this is that our notion of privacy is more fragile than most of us realize. Just how we can strengthen and protect it should be the subject of considerable public debate.

Ref: arxiv.org/abs/1403.2345 : Home Location Identification of Twitter Users

GPS Technology Takes Root In Agriculture

As reported by the Imperial Valley Press: The history of agriculture is full of ideas and concepts that have allowed farmers to incrementally improve efficiency to unprecedented levels.

Global Positioning System satellites orbiting the Earth — the same satellites that guide automobiles and allow smartphone users to “check in” are helping farmers reach unprecedented levels of efficiency even as they try to figure out the best use for it.

“GPS in agriculture is new as far as heavy implementation,” said Tom Mastin, bio-resource and agricultural engineering lecturer at Cal Poly San Luis Obispo.

“Without GPS, large-scale farming is going to be way too inefficient. Large-scale farms now have guidance systems and a GIS (geographical information system) manager.”
Some applications are obvious.

Farm implements, like tractors and fertilizer applicators, nowadays are self-guided and require minimal driver input.

“As far as a guidance system, it has reduced labor,” Mastin said.

Other applications are arguably more impressive.

For instance, GPS technology allows farmers to precisely level their fields and map the location of ditches, underground tile drainage lines and subsurface drip irrigation tape.

“You can disc the surface and you never lose the (subsurface drip) tape,” said David Layton, manager of an alfalfa farm in Calipatria.

Extensive use of GPS technology has allowed his company to profitably work land that might not be economically viable with conventional techniques. He asked that the name and location of the company not be published.

The idea is to be able to not just fine-tune the amount of water and fertilizer for given field, but to maximize the use of space.

“GPS makes the whole thing work,” said Ed Hale, an Imperial Valley farmer and consultant for Layton’s company.

Hale cites subsurface drip irrigation technology as a case in point.

“Drip (irrigation) doesn't work without GPS,” he noted.

He said he keeps running across examples where good concepts did not reach their potential.

“We’re tearing out the evidence of the drip that was tried by the Israelis during the late ’70s and early ’80s. They’re the pioneers of drip. When they first started they were so enamored with drip, they thought that it cured everything. That was a fallacy. 

They didn't have GPS technology.”
While he declined to say how much money that his companies have saved through a systematic use of GPS technology, he said that water savings at the Calipatria farm were “substantial.”

“Our feeling is that true conservation isn't so L.A. can grow. It’s so we can get more crop per drop,” Hale said.

The technology allows his operation to compete with growers around the world that operate with fewer constraints.

“Large ranches have compared efficiency with and without GPS,” he said. “GPS is 22 percent more efficient. That’s the difference between losing money and making a profit.”

The cost of fuel and equipment has skyrocketed in recent years, he noted.

“Our costs are local. Markets are global. We’re competing with guys growing the same crop in Argentina, where there are no regulations or social safety nets. My local costs are important to me,” Hale said.

There Are Real And Present Dangers Around The Internet of Things (IoT) - But Not Everything Is A Threat

Modern electric cars are just one category of Internet of Things
devices that will be targeted by hackers.

As reported by The Guardian: As with any buzz topic in the tech world, there’s a lot of misinformation around the Internet of Things. And in the security sphere, there’s much unnecessary FUD - Fear, Uncertainty and Doubt – spread by industry vendors to get people suitably scared so they splash cash on purportedly necessary protection.


Take the case of the spamming refrigerator. Researchers suggested the smart fridge had been compromised to relay reams of annoying emails, as often happens to normal PCs. Yet Symantec discovered the fridge was simply on the same network and using the same IP address as a hacked Windows PC, which was really the thing responsible for the spam. Digital listeria this was not.

Yet there are reasons to be fearful of the Internet of Things (IoT), a name covering the networks of embedded devices, from smart meters to connected automobiles, which communicate with each other in an automated fashion to help make our lives more efficient.

Such connected, autonomous machines have been around for years, but the reason it is now on the tips of tech firms’ PR tongues every day is that the number of connected devices is escalating rapidly into new areas, like toothbrushes and bathtubs. According to Gartner estimates, the IoT will consist of 26 billion units by 2020, and by that time the industry will be worth $300 billion.

The problem is that many of the manufacturers of these machines are not taking the secure-by-design approach. “They are learning on the job at this point in time,” says Gunter Ollmann, chief technology officer at IOActive, a consultancy firm that has done much research on IoT security.

Hacking vehicles

There are a handful of real and present threats. In automobiles, trucks are a major concern. Many contain standardized code to manage vehicles, such as the control area network (CAN) bus protocol, used for internal communications between devices in a vehicle.

“CAN messages that control physical attributes are standardized. Therefore, if you figure out a hack for one manufacturer others could be quite similar if not identical,” says Chris Valasek, director of security intelligence for IOActive.


One of the functions that has understandably worried onlookers in the trucking and security industries is the kill switch that powers the vehicles down. “Some fleets use the GPS tracking and ‘check-out’ systems to control access to the trucks when they are in depots or secure overnight storage locations to prevent the truck being stolen,” Ollmann adds.

“The open architecture of the trucks CAM bus has made it much easier for the integration of fleet tracking and control technologies like these. But conceptually, any wireless technology that can receive remote commands and affect the operation of a truck is a potential target for researchers and targets. What if someone figures out the master shutdown code for all the trucks, and they get all the trucks in London to stop at 7am?”

It’s a nasty thought, but this isn’t science fiction. Trucking companies are working with Ollmann and his team to close off any potential flaws that could lead to disaster. “We’re working with some of them and doing additional research on this now … they’re worried about it.”

The car industry is aware of the problems too, at least in its more progressive corners. When Valasek and noted security researcher Chris Miller showed on video how they could hack a car when inside the vehicle (below), it gave rise to both mirth and misery in the car industry.


Tesla has reacted the most positively. Having recruited some noted security pros, including former Apple “hacker princess” Kristin Paget, it has set up a vulnerability disclosure program rewarding researchers for uncovering flaws. It’s similar to bug bounty programs run by major software firms, like Facebook, Google and Microsoft. Evidently, the Rubicon has been crossed.


Hacking the home

The home is a viable target too, amusingly highlighted by the discovery of a hackable Japanese smart toilet last year. More recently, IOActive detailed flaws in home automation kit made by Belkin, including switches to turn electrical devices on and off, which could have been used to cause real-world damage, possibly a fire.

Those vulnerabilities were eventually addressed, but Ollmann says there are numerous flaws in connected home technologies from other manufacturers that will be disclosed in the near future.
TVs that run Google’s Android operating system are vulnerable to many of the same attacks that affect smartphones. MWR Infosecurity, a consultancy, has tested out an Android exploit on a Kogan TV running Android.

The attack took advantage of a documented weaknesses that allow hackers to use of a piece of code known as a JavaScriptInterface, included in ad libraries to let further actions be initiated on Android machines.
In theory, anyone hacking a TV in this way could take photos, if the TV had a built-in camera, or create invasive applications to spy on viewers. That weakness has been found in numerous ad libraries used by many of the world’s top free apps.

“It should affect any TV running Android and definitely if they’re running apps which use the flawed ad networks,” says David Chismon, researcher at MWR.


Home routers are ridden with vulnerabilities too, as uncovered by digital security non-profit Team Cymru in March. It found a network of 300,000 home and office routers had been compromised, thanks to worrying weaknesses in the devices’ software, from predictable or non-existent passwords to flaws in the web applications used to control them.

The hackers decided to use these security holes to redirect victims to whatever website they wanted when they started using the internet.


Taking over industrial controls

Connected, and therefore hackable, devices can also be found in control systems running nations’ critical infrastructure. Researchers across the world have been panicking about supervisory control and data acquisition (SCADA) systems, used to monitor and manage industrial machines, from nuclear power plants to oil and gas pipelines.
 

SCADA machines produced by various manufacturers have been shown to contain various weaknesses, like those exploited by Stuxnet, the infamous malware that disrupted centrifuges at an Iranian nuclear plant. What’s worrying is that more vulnerabilities continue to emerge.


In January, the US government’s Industrial Control Systems Cyber Emergency Response Team (ICS-CERT) issued a warning about a buffer overflow vulnerability, a type of weakness that allows an outside hacker to write code to a device and which has been largely eradicated from modern systems.

The Guardian knows of one major security firm that is aware of a number of theoretical flaws, ones that could be used to play with the power controls on SCADA systems, but they do not currently have the right labs to test the potential for real-world impact.

This is another key problem: the threat is poorly understood, with many apparent vulnerabilities that may or may not be exploited to endanger critical infrastructure. “We keep seeing small examples of attacks that may or may not be cyber attacks against SCADA systems, but it’s still a theoretical threat in terms of spectacular and long lived degradation of a specific service,” says Steve Santorelli, a researcher at Cymru.

His outlook for the future of SCADA-like machines is not optimistic, though. “The internet is not secure frankly, in any way at all. That matters when it comes to control systems.”


Could your internet fridge be vulnerable? Yes. Photograph: Martin Argles for the Guardian

Send in the Cavalry

Santorelli has a similarly bleak prospectus for IoT in general. “Someone asked me recently: is my fridge going to DDoS me and, frankly the answer is, yes … probably,” he adds. “Anything with an IP address is a commodity in the underground economy, to be bought or bartered for if there is a way to make money from it.”

“The privacy and criminal implications are diverse and they need to be at the heart of the design of these new technologies. The bottom line is that we've never truly seen security be at the heart of a new technology and anything that connects to the Internet will be inherently insecure by its very nature. The future is not looking bright.”

Time to batten down the hatches and prepare for cybergeddon then? Perhaps not. Help is on the way, even if it’s not from government.

A movement started by noted security professional Josh Corman has been gathering pace in recent months, since it was first conceived at last year’s DEFCON hacking convention. Its name is I Am The Cavalry. Its intention is to act as a hub for vulnerability research that affects four areas: medical devices, automobiles, home services and public infrastructure.

The plan is to give altruistic researchers a place to share their findings in a pro bono fashion, in the hope that the weaknesses will be covered off by whatever manufacturers are affected. I Am The Cavalry will act as a hyperactive middleman, coordinating vulnerability disclosures and pushing for more than just quick fixes. It wants to encourage total cultural change to instill  security across organisations’ processes.

It’s an ambitious plan, born out of a sense of responsibility in a world ridden with hackable technologies. But will researchers really give away their secrets for free, especially the most technically gifted who can make millions by selling just a handful of the most serious flaws to nation states? Corman believes the ethical side of the hacking community will come out in force.

“I’m not making an economic argument yet,” he says. “Our role and what sets us apart is that we’re speaking to those who have something in them ... that altruistic gene. We’re describing something that is a shared risk and a shared concern and if that appeals to someone, they should gravitate to us.”

Praise for Tesla

Even ahead of its formation as an official organisation (it is consulting with lawyers on whether to become an educational foundation or an industry association), I Am The Cavalry has already facilitated some vulnerability disclosures.

Corman says the body has had successes in both the car and medical industries, but can’t disclose whom they involved. He has also been invited to consult with car manufacturers in the US and Europe, and is particularly impressed with the way in which Tesla has responded to the problems at hand.


“We are very encouraged to see such a policy [at Tesla]. A fear we've had as a research community is that we would have a 10-15 year learning curve where this new industry was in the denial and lawsuit stage towards researchers,” says Corman.

“If this is an indicator of how the rest of the automotive industry will respond in kind, this will dramatically accelerate the maturity and the engagement of white hat researchers who wish to help.”
As a sign of his sway with mandarins walking the murky halls of power, Corman has already met with Senator Ed Markey of Massachusetts, who recently urged car makers to act on cyber security issues, and others on Capitol Hill to discuss the weaknesses that urgently need addressing.

Despite limited “in the wild” attacks, Internet of Things threats are real. As connected devices proliferate, the hope is that they do so securely. If they volunteer for the Cavalry, that might just happen. Then we can go about our quotidian lives feeling a little less insecure.

New UCSD Airborne GPS Technology Aims To Crowdsource Weather Data from Commercial Flights

As reported by e! Science News: GPS technology has broadly advanced science and society's ability to pinpoint precise information, from driving directions to tracking ground motions during earthquakes. A new technique led by a researcher at Scripps Institution of Oceanography at UC San Diego stands to improve weather models and hurricane forecasting by detecting precise conditions in the atmosphere through a new GPS system aboard airplanes. The first demonstration of the technique, detailed in the journal Geophysical Research Letters (GRL), is pushing the project's leaders toward a goal of broadly implementing the technology in the near future on commercial aircraft.

Current measurement systems that use GPS satellite signals as a source to probe the atmosphere rely on GPS receivers that are fixed to ground and can't measure over the ocean, or they rely on GPS receivers that are also on satellites that are expensive to launch and only occasionally measure in regions near storms. The new system, led by Scripps Institution of Oceanography geophysicist Jennifer Haase and her colleagues, captures detailed meteorological readings at different elevations at targeted areas of interest, such as over the Atlantic Ocean in regions where hurricanes might develop.

"This field campaign demonstrated the potential for creating an entirely new operational atmospheric observing system for precise moisture profiling from commercial aircraft," said Haase, an associate researcher with the Cecil H. and Ida M. Green Institute of Physics and Planetary Physics (IGPP) at Scripps. "Having dense, detailed information about the vertical moisture distribution close to the storms is an important advancement, so if you put this information into a weather model it will actually have an impact and improve the forecast."

"These are exciting results, especially given the complications involved in working from an airplane," says Eric DeWeaver, program director in the National Science Foundation's (NSF) Division of Atmospheric and Geospace Sciences, which funded the research. "Satellite-based measurements are now regularly used for weather forecasting and have a big impact, but airplanes can go beyond satellites in making observations that are targeted right where you want them."

The GRL paper details a 2010 flight campaign aboard NSF aircraft and subsequent data analysis that demonstrated for the first time that atmospheric information could be captured by an airborne GPS device. The instrumentation, which the scientists labeled "GISMOS" (GNSS [Global Navigation Satellite System] Instrument System for Multistatic and Occultation Sensing), increased the number of atmospheric profiles for studying the evolution of tropical storms by more than 50 percent.

"We're looking at how moisture evolves so when we see tropical waves moving across the Atlantic, we can learn more about which one is going to turn into a hurricane," said Haase. "So being able to look at what happens in these events at the early stages will give us a lot longer lead time for hurricane warnings."

"This is another case where the effective use of GPS has the potential to improve the forecast and therefore save lives," said Richard Anthes, president emeritus of the University Corporation for Atmospheric Research, which currently runs the satellite based GPS measurements system called COSMIC (Constellation Observing System for Meteorology, Ionosphere, and Climate).

While the current GISMOS design occupies a refrigerator's worth of space, Haase and her colleagues are working to miniaturize the technology to shoe box size. From there, the system can more feasibly fit onto commercial aircraft, with hundreds of daily flights and a potential flood of new atmospheric data to greatly improve hurricane forecasting and weather models.

The technology also could improve interpretation of long-term climate models by advancing scientists' understanding of factors such as the moisture conditions that are favorable for hurricane development.

Paytsar Muradyan, who recently received a Ph.D. from Purdue University in atmospheric sciences, started working with Haase in 2007 as a graduate student during the formative stages of GISMOS's design and development. She eventually flew with the group in the 2010 campaign and took away a wealth of experience from the demands of the project.

"It was a lot of responsibility but certainly rewarding to work with a group of world-known scientists in an interdisciplinary project," said Muradyan.