Gov. Janet Napolitano, D-Ariz., is smashing the idea of a border wall, stating it would be too expensive, take too long to construct, and be ineffective once completed.

"You show me a 50-foot wall and I'll show you a 51-foot ladder at the border. That's the way the border works," Napolitano told the Associated Press.

Instead of a wall, she said funds would be better utilized on beefing up Border Patrol manpower, technology sensors and unmanned aerial vehicles.

I am cautiously optimistic.

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.

Fourth US airline to go Wi-Fi: Aircell says they have a fourth airline--after American, Delta, and Virgin America--on board for its in-flight Wi-Fi service. The aerial broadband provider's latest partner will be announced soon. Aircell's service went live in 15 American Airlines planes two weeks ago, and there's been a surprising lack of reporting from regular travelers or journalists since the big splash at the launch.

Microsoft, two universities research methods for better Wi-Fi handoff for vehicles: The researchers developed a method they call Vi-Fi, writes the Seattle Post-Intelligencer's Todd Bishop, which allows a system to maintain connections with several base stations at once, using a primary access point for traffic until a discontinuity is predicted or encountered. This allows seamless handoffs and continuous voice conversations.

Speaking of autos and Wi-Fi, concerns raised about Chrysler's in-car Wi-Fi option: Randall Stross wrote nearly two weeks ago in The New York Times about the problem of distraction. With the Internet at your fingertips, can you restrain yourself? The only problem with the humorous and accurate analysis is that millions of business travelers have 3G access via laptop cards already, so you'd think we'd already be seeing the bad effects of automotive area networks.

A Wi-Fi booster can't post availability signs on highway: The Nebraska town of Louisville has free Wi-Fi downtown, and wanted to post "Visitor Wi-Fi" on a highway sign as another amenity. The state highway department has a policy that doesn't allow the promotion of Wi-Fi, because they believe they'd be inundated. A resident who runs a local Internet firm installed his own signs on the highway; the roads department removed them; he remounted them; they were removed again. The idea of zoning and mounting a billboard apparently hasn't come to the city officials' minds (or perhaps they're prohibited).

The folks spreading misinformation about Wi-Fi health effects cause Ulster school to disable network: I can understand why non-technical folks might think that Wi-Fi has been proven to be unsafe, given the kind of information that's available on the Internet about wireless safety. While there are ongoing studies about the safety of cellular signals--and I'm convinced at this point there's no increased risk to an adult's health by using a cell phone--there is no specific and credible research linked to Wi-Fi, which broadcasts signals at a far lower level than a cell phone, most of the time in most uses.

Washington state shuts down rest-area Wi-Fi: The $3 for 15 minutes, $7 per day, or $30 per month Wi-Fi service at 28 of Washington's 42 rest areas has been turned off after a year for lack of use. Figures. The fees charged by Parsons and Road Connect aren't unreasonable for a nationally scoped plan, but are ridiculous for limited use. States should either bite the bullet and offer these service for free, partner with national roaming operators who can resell service into large networks of business travelers, or use ads to support the service. Highways in remote areas can typically pick up cell data networks, and ongoing costs should be minimal to operate such networks.

IEEE approves fast-roaming standard, 802.11r: This new standard is designed to improve the handoff of devices between base stations. This is accomplished in part by allowing base stations to communicate security and quality of service information so that a VoIP over WLAN phone can immediately reassociate without the delay of authentication and other handshaking.

Denver airport sees 7,000 connections on a single day last week due to Democratic National Convention: FreeFi released the usage figures recently to show how their service is operating. The network started with about 600 daily users when the switchover from fee to free happened 10 months ago, and now carries about 3,500 daily connections.

Coffee Bean & Tea Leaf goes free: The chain of about 700 cafes will have free Wi-Fi installed by now in all its company-owned stores (about 300).

...doctored photographs are the least of our worries. If you want to trick someone with a photograph, there are lots of easy ways to do it. You don't need Photoshop. You don't need sophisticated digital photo-manipulation. You don't need a computer. All you need to do is change the caption.

The photographs presented by Colin Powell at the United Nations in 2003 provide several examples. Photographs that were used to justify a war. And yet, the actual photographs are low-res, muddy aerial surveillance photographs of buildings and vehicles on the ground in Iraq. I'm not an aerial intelligence expert. I could be looking at anything. It is the labels, the captions, and the surrounding text that turn the images from one thing into another. Photographs presented by Colin Powell at the United Nations in 2003.

Powell was arguing that the Iraqis were doing something wrong, knew they were doing something wrong, and were trying to cover their tracks. Later, it was revealed that the captions were wrong. There was no evidence of chemical weapons and no evidence of concealment. Morris's mockery of the sweeping interpretations made in Powell's photographs.

There is a larger point. I don't know what these buildings were really used for. I don't know whether they were used for chemical weapons at one time, and then transformed into something relatively innocuous, in order to hide the reality of what was going on from weapons inspectors. But I do know that the yellow captions influence how we see the pictures. "Chemical Munitions Bunker" is different from "Empty Warehouse" which is different from "International House of Pancakes." The image remains the same but we see it differently.

Change the yellow labels, change the caption and you change the meaning of the photographs. You don't need Photoshop. That's the disturbing part. Captions do the heavy lifting as far as deception is concerned. The pictures merely provide the window-dressing. The unending series of errors engendered by falsely captioned photographs are rarely remarked on.

As vehicles pass between the entry and exit camera points their number plates are digitally recorded, whether speeding or not.