One of the main problems in counterterrorism today is that there are so many people and vehicles, and so much data and material, moving through globalization's myriad networks that it seems virtually impossible to track it all effectively. Nowhere has this problem been more acute than on the high seas.

In 2006, Adm. Harry Ulrich, then U.S. commander of NATO Naval Forces Europe, decided to do something about it. Despite having virtually no resources, his dream was to transpose the global air-traffic control system onto sea traffic.

Worldwide, aircraft are transparent, because they're all required to carry an identification beacon that allows them to be tracked leaving and entering airports, and monitored between airports, by a global network of sensors. Act suspiciously and somebody's fighter aircraft will soon be on your tail.

No such pervasive system currently exists globally for maritime traffic. While bigger ships carry an ID beacon similar to aircraft, without a shared monitoring network, that's like tracking only selected commercial jets and giving everyone else a pass.
So Ulrich, upon taking command, asked a simple question: "If we can do that in the air, why can't we do it on the sea?" He made a point of pioneering his sea-traffic-control effort first inside the Mediterranean, where NATO's southern naval forces have historically been concentrated, but his real target was waters off Africa -- the most ungoverned maritime space in the world.

Ulrich knew the U. S. Navy couldn't do it alone, much less bring Africa's meager coast-guard-like navies up to snuff so they could do it on their own. So he quickly created a network of assets -- both public and private -- to manage that space, modeling his monitoring system on international air-traffic control.

Ulrich began stitching together a network of shore-based sensors ringing the Mediterranean. His naval command then began initial monitoring by tapping into the International Maritime Organization's existing Automated Identification System, transforming NATO's ability to track ship traffic in the Med.

Almost overnight, NATO went from tracking dozens of ships on the Mediterranean to thousands, and instead of getting the data sometimes up to 72 hours late, now the contacts were being tracked in one to five minutes -- to an accuracy within 50 feet on the earth's surface.

When the classic big-firm systems integrators told Ulrich it would be too costly to pull it off, the admiral turned to the Volpe Center in Cambridge, Massachusetts, a U.S. Department of Transportation research center. Instead of hundreds of millions of dollars, Ulrich's initial network cost $900,000. The shore-based receivers are small, roughly the size of a radar dish you might find on a pleasure craft.

The strength of the system is a function of its reach: the more countries join, the larger the shared operational picture. By the time Ulrich retired at the end of 2007, he had enlisted 32 countries throughout the Mediterranean, the North Atlantic, along the west coast of Africa, around the Black Sea, and in the Pacific. Today, the network continues to spread around the planet.

With Ulrich's system in place, local police, coast guards, and border patrols catch most bad guys, obviating American military responses. As Harry told me for an article I wrote about his work in a fall 2007 issue of Esquire, "I don't do defense; I do security. When you talk defense, you talk containment and mutually assured destruction. When you talk security, you talk collaboration and networking. This is the future."

The admiral's legacy program, the Maritime Safety and Security Information System, earned the Volpe Center a prestigious "Innovations in American Government" award this month from Harvard University's Ash Institute for Democratic Governance and Innovation.

The New York Times rounds up using cell phones as hotspots: Though the reporter, Bob Tedeschi, mentions the issue of having to have an unlimited data plan to avoid unpleasant charges, and worries about bad drains and malicious users, he doesn't note that many carriers don't allow this kind of sharing or routing without a separate "tethering" plan, that can run $20 or more per month. Also, U.S. carriers have now all imposed a 5 GB per month reasonable use cap; some will cut you off, some charge you more, some cancel your service based on exceeding this use.

Gigabit Wi-Fi? Someday: TechWorld considers the IEEE's Very High Throughput (VHT) study group, which wants to start work on 1 Gbps or faster Wi-Fi standard for completion in 2012. With 802.11n offering raw symbol rates up to 600 Mbps--even though no devices have shipped with the radios and antennas to offer that optional high speed yet--there's interest in other frequencies that would allow faster encodings, as well as aggregating multiple links to achieve high speed rates. My experience in testing and using 2.4 GHz with Draft N would show that wide or aggregated channels doesn't work very well. The article's writer, Peter Judge, notes that ultrawideband had potential (over short distances) to approach the gigabit mark, but that UWB hasn't really reached the market in any substantive way years after it was promised to be a big technology.

Flight attendants express concerns about in-flight broadband porn: When I've spoken to airlines, industry experts, and service providers, I find that they all have stories about how porn is viewed on computers, through DVD players, and in convenient magazine form on planes today. Adding the Internet may provide new salacious imagery, but the problem predates Internet access, and filtering Internet service is never as good a solution as a social one. Someone idiotic enough to view porn on a plane over the Internet is also stupid enough to bring along inappropriate DVDs they watch while seated next to children. Flight attendants already have the power vested in them to take care of this. The flight attendants for American might be expressing this concern as part of a bargaining issue, where their responsibilities but not commensurate pay have increased.

Spokane ends free Wi-Fi: Remember Vivato? Boy, I sure do. A company with a reach far exceeding its grasp, Vivato initially powered Spokane's downtown network. The network has continued to run on some basis--I'm not sure using what equipment--and now will move from free to fee. OneEighty Networks will charge about $10 per month to cover the costs of the network, for which local businesses at one point chipped in.

Brazilian TAM airline signs up for in-flight calling, messaging: OnAir has signed up the Brazilian carrier TAM, which will deploy the service on its Airbus A320 craft. Brazil hasn't yet provided regulatory approval, so no launch date is noted. TAM is the largest domestic and international carrier for Brazil.

He's not very positive about it, because his research shows a mismatch between claims and work. He writes that an unnamed American airline executive is frustrated by the delay in launching the 3-to-6 month pilot on their trans-continental fleet; that Aircell hasn't submitted paperwork for Virgin's Airbus models for certification; and that the FAA just received a request to certify Delta's MD-80 craft, which makes a launch with 75 planes this year on that airline less likely.

Competitor Row 44 doesn't fare better in his analysis, as they promised spring and summer 2008 tests that still haven't happened, with Southwest and Alaska Airlines.

I'm a little more positive about the future of in-flight broadband. There's no particular conspiracy. It's hard to make it work. Development and testing is tricky due to FAA limits, and getting in-flight handoffs to work for seamless service at 35,000 feet is far more difficult than, say, cellular handoffs in a moving car at 100 feet above sea level. My suspicion is that tuning the service to be entirely reliable at launch is what's taking so long.

Brancatelli blames the high price of Connexion on its failure, but I don't think the $27 fee for long-haul flights deterred users. Lufthansa, which deployed all its long-haul fleet, apparently had very good usage. Most other airlines had few craft equipped, which didn't allow business travelers, able to expense several hours of work for a $27 fee, the reliability of having on-board Internet when they needed it. Connexion also had many reports of spotty service in certain areas.

Connexion's failure came from deploying technology that was old when it was deployed, which weighed too much, and which was too expensive to install. Connexion's revenue and expenses were forecast based on having several hundred aircraft with Connexion service--recall that it was supposed to be a domestic U.S. service, too. In the end they had about 100, I believe.

Brancatelli is also modest when he says Boeing "lost" $300m. That's part of what they wrote down. My sources say they spent more than a billion in R&D, transponder leases, ground station operation, airline incentives, and payoffs at the end.

Delta's competitors with broadband interest, like Alaska, Southwest, and American, each have a different plan of attack. Alaska will test service soon with Row 44, which uses Ku-band satellite access, albeit with higher speeds and far lower costs, the company says, than Boeing's doomed Connexion service. Row 44 touts their over-water ability, critical for Alaska, which flies plenty of routes to the great northern state and to Mexico. A test is what's scheduled; not deployment.

Southwest did some deal with Row 44, but nothing further has been forthcoming. Summer's almost over, and we haven't heard more about the "four aircraft" mentioned in the linked press release.

American has the most fully formed plan, but they, too, are testing Aircell's service, and will shortly launch service on 15 trans-continental 767-200s, flying largely routes among SFO, LAX, JFK, and Miami. The company said in the past that they would decide on fleet deployment after the pilot stage.

I shouldn't forget Virgin America, which planned Internet access as part of a set of already-deployed in-flight networked services, but they have under a couple dozen planes at the moment, so they're not a real competitor except on a few routes. Their launch date hasn't been set.

Delta's announcement makes it clear that air-Fi is coming soon, and will likely change how business travelers plan trips. If you can get productive work done during a flight, that changes the financial equation of the trip's cost, and your time out of the office. Pair in-flight Wi-Fi with a cell data card, and you may curse the fact that you're always connected.

The interesting things about these attacks so far is what they are actually doing. They are not attempting to steal data out of these databases directly, they are populating the pages with links that attempt to do drive by malware installs by exploiting browser vulnerabilities. It was pretty successful but SQL Injection is a  vulnerability  that is on the decline (and will decline even more after this attack). I begin thinking about vulnerabilities that would do the same thing but have a much broader reach.

Our good friends XSS and CSRF.

So here is the attack.

1. Find a few permanent XSS vulnerabilities in some high traffic sites.
2. Find some CRSF vulns in popular blog and forum software.
3. Craft your payload.
4. Profit!

So the bot software basically sits back and waits until the computer it is on visits a vulnerable site and then places it payload in the vulnerable spot. It could of course do this without you visiting a site with a little more coding to check if you are permanently logged in.

Considering the number of sites with XSS and CSRF this attack would dwarf the current SQL Injection attack happening today.

Post from: Grumpy Security Guy

Bots + Web Vulnerabilites - An Approaching Storm