The Identity of Things (IDoT) is Necessary for the Internet of Things (IoT)

As reported by Virtualization Review: The Internet of Things (IoT) is a growing area of the increasingly connected universe. Its advantages are many, but with those gains come new challenges. One of the biggest is security, in particular identity management. And because this is the IT world, analyst firm Gartner Inc.  has spawned a new acronym with which to tag this challenge: IDoT -- the Identity of Things.

In the past, Gartner has used another acronym, IAM, to describe what it calls "Identity and Access Management." IAM needs to significantly evolve, reports Gartner, because typical solutions can't scale to IoT size.

"IAM leaders must reconsider how traditional approaches to cybersecurity and IAM work in a world where devices and services are so abundant, in so many different forms and positioned at so many different points within the IT ecosystem," Earl Perkins, research vice president at Gartner, said in a press release. 

   Gartner describes the rationale behind the new acronym:

The Identity of Things (IDoT) is a new extension to identity management that encompasses all entity identities, whatever form those entities take. These identities are then used to define relationships among the entities -- between a device and a human, a device and another device, a device and an application/service, or (as in traditional IAM) a human and an application/service.

New ways must be developed to handle security in the IoT, Gartner says, emphasizing the relationships between devices and objects, and not just their identities. Doing that, Perkins said, "… allows the IDoT to exist and become part of new responsibilities for IAM in the enterprise."

Gartner has previously predicted a huge spike in the IoT in 2015, with a bump of 30 percent in connected devices like automobiles, refrigerators, wearable devices and even coffee makers. This year, Gartner expects there to be about 4.9 billion "things," with a value of $69.5 billion.
The U.S. Federal Trade Commission released its own report earlier this year that addressed IoT security, listing a number of concrete steps companies developing IoT devices should take. 

They include a defense-in-depth strategy using multiple layers of security; monitoring connected devices throughout their expected lifecycle; and building security into devices from the beginning, instead of tacking it on at the end.

Elon Musk is Designing a Tesla Battery to Power Your Home

A Tesla Model S vehicle battery pack.  Designs for the home battery pack have not yet been released.

As reported by Quartz: In all the excitement over the looming battle for supremacy in electric cars between Tesla and Apple, some pretty important comments last week from Elon Musk were largely overlooked.

During Tesla’s quarterly earnings call, Musk said his car company is progressing with plans to sell a lithium-ion battery for energy storage in homes and businesses.

We’re going to unveil the Tesla home battery, or the sort of consumer battery that will be for use in people’s houses or businesses, fairly soon. We have the design done, and it should start going to production, probably in about six months, or so. We’re trying to figure out a date to have the product unveiling, but it’s probably in the next month or two months. And it’s really great; I’m really excited about it.

We’ve known about this for a while, of course. As I wrote last year, Tesla’s batteries could be huge—and possibly a much bigger product than its cars.

In theory, a homeowner could capture energy in a solar panel on their roof (maybe made by Solar City, which Musk chairs) and store it in a Tesla battery. This is key, because at the moment, one of the main problems with solar power is that, as The Verge neatly put it, “the sun isn’t always shining when you need power, and sometimes the sun is shining when you don’t need power.”

There’s a lot of hype about what kind of threat Tesla could pose to electricity utilities by helping people go off the grid. Morgan Stanley estimated last year that by 2028, Tesla’s US fleet of cars will have an energy storage capacity of 237GW which it said was equal to 22% of US production capacity, and nearly 10 times larger than existing US grid storage capacity. (That analysis doesn’t even take into account batteries sold separately from cars).

In reality, mass defections off the electricity grid aren’t likely. Solar City CTO and Musk’s cousin Peter Rive has said he has “no interest” in such a scenario, because “the grid is a network, and where there are networks, there are network effects.” Also, it seems to be illegal in some states.

Tesla is actually working closely with utilities on the home battery product. “There’s a lot of interest, and a lot of utilities working in this space, and we’re talking to almost all of them,” chief technology officer JB Straubel said on the conference call. More likely, the batteries will help people sell excess energy back into the grid, and save money on their electric bills.

Rive envisages a scenario where batteries with storage capacity were optimized across the grid, allowing utilities to direct clean solar electricity more efficiently, lowering costs for everyone and helping the environment. “We can do so much more working together than we can working alone.”

Smartphone Startups Handle Calls With Wi-Fi to Push Service Pricing to $5 per Month

As reported by Slashdot: two companies, Republic Wireless and FreedomPop, that reduce cellphone costs by relying on strategically placed Wi-Fi routers are at the forefront of a tantalizing communications concept that has proved hard to produce on a big scale. 

The concept championed by the two little companies in their nationwide services is surprisingly simple. They offer services that rely primarily on Wi-Fi networks, and in areas without Wi-Fi, customers can pull a signal from regular cell towers. 

"Wi-Fi first is a massive disrupter to the current cost structure of the industry," says Stephen Stokols. "That's going to be a big shock to the carriers." For $5 a month, customers of Republic Wireless can make calls or connect to the Internet solely over Wi-Fi. 

For $10 a month, they can use both Wi-Fi and a cellular connection from Sprint in Republic's most popular option. Republic Wireless's parent company, Bandwidth.com, a telecommunications provider with about 400 employees, developed a technique to move calls seamlessly between different Wi-Fi networks and cell towers. 

"You can't pretend these companies are major players by any stretch. But I think their real importance is proof of concept," says Craig Moffett. "They demonstrate just how disruptive a Wi-Fi-first operator can be, and just how much cost they can take out."

In major cities, the Wi-Fi-first network makes sense. People use smartphones frequently while sitting around their offices and apartments, and Wi-Fi can handle the job just fine. But once people start moving around, it is not so simple. 

The benefit of a cell service is that your phone can switch among multiple towers while you are on the go which wi-fi is not designed to handle. Google may be experimenting with a hybrid approach similar to the small companies'. 

A person briefed on Google's plans, who spoke on the condition of anonymity because the conversations were private, says the company wants to make use of the fiber network it has installed in various cities to create an enormous network of Wi-Fi connections that phones could use to place calls and use apps over the Internet. 

In areas out of reach, Google's network would switch over to cell towers leased by T-Mobile USA and Sprint. Still many wonder if even the biggest companies could make a Wi-Fi-based phone network work. "There are just so many places where Wi-Fi doesn't reach," says Jan Dawson "and the quality of Wi-Fi that you can find is often subpar."

Clever Vehicles

The way we go online in our cars makes no sense.

As reported by MIT Technology Review: Most of us are now used to having the Internet and the cloud with us as we drive. The problem is that we’re doing it the wrong way. We “import” the Internet into the car via our smartphones, which is not just inefficient but dangerous: it takes our focus off the road and overloads us with distracting information.

Instead, we should be building sensors and networking technology right into the car—essentially making the vehicle itself our way of interacting with the online world (see “Car-to-Car Communication”). This kind of in-car system is becoming more and more common. It gathers data about the environment around the car, allowing vehicles to sense, know, and predict.

The safety implications of such systems are massive. Our cell phones are a distraction when we should be concentrating on the road. Yes, we all want to be connected all the time, and the time we spend in the car shouldn't be any exception—we just have to be smart about it. You don’t want to be taking a sales call when you’re making a left-hand turn at an intersection. An intelligent system would enable the car to prioritize data about the car itself and about the environment around the car, delivering only the information the driver needs at the exact moment it’s needed.

A car equipped with such technology could initiate the appropriate communication when, say, a driver is returning home and wishes to turn up the thermostat there. The human driver would not have to think about it. The car would be able to fuse real-time data from a controller area network with mapping and timing data to “predict” that the driver was heading home.

A smart system wouldn't just remove distractions—it could help us avoid dangerous conditions that we can’t see. This will be increasingly true as more vehicles are equipped with longer-range sensors and the ability to communicate with each other. Cars on the street will form networks—thanks to other cars on the road, your car can tell you about the road conditions you’re about to encounter, accidents that you can avoid or just can’t see, or congestion that’s just in the process of developing.

We already live in an online world. It’s only natural that our cars will become part of that world. A vehicle should be no different from an office, a home, or an airport. The technology to establish this consistent data flow in, around, and beyond the car is ready, and it’s about time we started taking advantage of it.

New Map Shows America's Quietest Places

As reported by ScienceMag: Craving some silence? Head (quietly) toward the blue regions on the map above. Based on 1.5 million hours of acoustical monitoring from places as remote as Dinosaur National Monument in Utah and as urban as New York City, scientists have created a map of noise levels across the country on an average summer day. 

After feeding acoustic data into a computer algorithm, the researchers modeled sound levels across the country including variables such as air and street traffic. Deep blue regions, such as Yellowstone National Park in Wyoming and the Great Sand Dunes National Park in Colorado, have background noise levels lower than 20 decibels—a silence likely as deep as before European colonization, researchers say.

That's orders of magnitude quieter than most cities, where noise levels average 50 to 60 decibels, scientists reported here today at the annual meeting of AAAS (which publishes Science). The National Park Service is using the map to identify places where human-made noise is affecting wildlife—animals such bats and owls, whose ears are up to 20 decibels more sensitive than human ears, for example, are affected by human-made noise because it drowns out the faint rustles of insects and rodents they need to hunt, they say.

This also seems to match up well with States that have a significant percentage of Federally owned land:

Proposed FAA Rules Would Limit Commercial Drone Use

As reported by the New York Times:In an attempt to bring order to increasingly chaotic skies, the Federal Aviation Administration on Sunday proposed long-awaited rules on the commercial use of small drones, requiring operators to be certified, fly only during daylight and keep their aircraft in sight.

The rules, though less restrictive than the current ones, appear to prohibit for now the kind of drone delivery services being explored by Amazon, Google and other companies, since the operator or assigned observers must be able to see the drone at all times without binoculars. But company officials believe the line-of-sight requirement could be relaxed in the future to accommodate delivery services.

The proposed regulations would cover only nonrecreational unmanned aircraft weighing up to 55 pounds, and would not apply to the recreational use of drones, which have become hugely popular with hobbyists and are covered by other rules. However, the F.A.A. said it was considering additional rules to cover some uses of the smallest drones, so-called microdrones, weighing less than 4.4 pounds.

Some drone evangelists believe that in the next few decades, robotic aircraft will prove as useful and transformative to government, commerce and home life as the personal computer. But the exploding number of domestic drones has been accompanied by increasing safety problems, including reports of near misses involving passenger airliners and the crash of a small drone on the White House grounds last month.

The F.A.A. has worked on the rules for several years, and their release only begins a period of public comment and possible revision that could take as long as two years before they take effect.

“We have tried to be flexible in writing these rules,” Michael P. Huerta, the F.A.A. administrator, said in a statement. “We want to maintain today’s outstanding level of aviation safety without placing an undue regulatory burden on an emerging industry.”

Also on Sunday, President Obama signed a memorandum requiring government agencies to report publicly each year a “general summary” on their drone use, though the order includes a loophole allowing secrecy for operations involving national security or law enforcement.

The memorandum addresses worries that drone surveillance could invade privacy. It requires agencies to adopt rules governing “the collection, use, retention, and dissemination of information obtained by UAS,” or unmanned aerial systems, and making sure their drone use complies with the law and the Constitution.

The draft rules and the presidential order reflect growing official concern about the dangers posed by the unregulated proliferation of drones in many industries. After a decade in which unmanned aircraft were mainly associated with spying and killing terrorists, small drones in the last few years have been adopted by real estate agents to photograph properties, farmers to survey crops and electric utilities to inspect power lines. Hobbyists, who can buy a microdrone for less than $1,000, now use them to film everything from fireworks displays to football games.

Amazon, the Seattle-based online retailer, complained that the proposed rules might slow the development of its proposed delivery service, Prime Air.

Paul Misener, Amazon’s vice president for global public policy, said the proposed rules could take one or two years for final adoption and would not permit Prime Air to operate in the United States. “The F.A.A. needs to begin and expeditiously complete the formal process to address the needs of our business, and ultimately our customers,” he said.

Mr. Misener suggested that the company might launch its delivery service first in other countries with more accommodating rules. “We are committed to realizing our vision for Prime Air and are prepared to deploy where we have the regulatory support we need,” he said.

Ryan Calo, an assistant professor of law at the University of Washington, said the rules would allow many of the uses of drones that people in the commercial sector wanted, including for agriculture, which is thought to be one of the biggest markets. Farmers have shown interest in using drones for crop disease detection from the air and more targeted spraying of pesticides.

Mr. Calo said the rules might be revised to allow the development of delivery businesses. “They could change, especially if someone shows autonomous flight modes can be safe,” he said.

The draft F.A.A. rules were received with relief by some commercial users who had been alarmed by earlier news reports that the agency might require commercial drone operators to have a pilot’s license. Instead, operators would have to pass a test to get a permit, and renew it every two years. The agency estimates that it would cost $300 to become certified, including fees and preparation costs.

Commercial drones would be allowed to fly no faster than 100 miles an hour and no higher than 500 feet. In most cases, they could not fly over people other than the operators.

The Aerospace Industries Association welcomed the proposed rules. The trade group’s president, Marion C. Blakey, said the rules would “pave the way for additional service organizations and industries to explore expanded operations” using drones.

OpenStreetMap Gets Routing

As reported by OpenStreetMap Blog: Good news for OpenStreetMap: the main website now has A-to-B routing (directions) built in to the homepage! This will be huge for the OSM project. Kudos to Richard Fairhurst and everyone who helped get this up and running.

You might be thinking, “Why would this be huge? Isn’t it just a feature that other map websites have had for years now?” Well, the first thing to note is that the philosophy of OpenStreetMap is not to offer a one-stop-shop on our main website, but to create truly open data to empower others to do great things with it. So there has already been fantastic OSM-based travel routing for many years, on excellent websites such as OSRM, Mapquest, Graphhopper, Cyclestreets, Komoot, cycle.travel… the list goes on and on.

But all of those things are on other websites and apps, so people don’t always realise that OpenStreetMap has this power. What this latest development has done is really neat: the OSM website offers directions which are actually provided by third-party systems, but they are included in the main site via some crafty JavaScript coding. So as well as being really handy in itself to have directions available, it helps “first glancers” to see all the things they can do with OSM.

But that’s not what makes it huge.

What makes it huge is the difference it will make to OpenStreetMap’s data by creating a virtuous feedback loop.

One of the main reasons we show a “slippy map” on the OpenStreetMap homepage is because people can look at it, see a bridge that needs naming or a building to add, click “Edit” and fix it straight away. That feedback loop is what allowed OpenStreetMap to build up what is now the most complete map of many regions around the world.

But we have a saying: “what gets rendered, gets mapped” – meaning that often you don’t notice a bit of data that needs tweaking unless it actually shows up on the map image. Lots of things aren’t shown on our default rendering, so the feedback loop offers less incentive for people to get them correct. And that goes doubly for things that you never “see” on the map – subtle things like “no left turn” at a particular junction, or “busses only” access on a tiny bit of road, or tricky data issues like when a footpath doesn’t quite join a road that it should join on to. Now that people can see a recommended route directly on the OSM homepage, they have an incentive to quickly pop in and fix little issues like that. The end effect will be OSM’s data going up one more level in terms of its quality for routing. This will empower everyone to do great things with geographic data and getting from A to B.