The U.S. National Highway Transportation Safety Administration has 13 reports of Toyota's Prius gas-electric hybrid cars (2004 and early 2005) stalling or shutting down at highway-driving speeds, which Toyota attributes to software problems. [Source: Toyota Attributes Prius Shutdowns To Software Glitch Sholnn Freeman, *The Wall Street Journal*, 16 May 2005; PGN-ed] I have always feared losing power, brakes and steering at high speed - with a helpful dashboard indication of "internal error 687, please reset". Looks like it is starting to happen. Of course we need to put this into proportion - how many cars stall at high speed with a fuel blockage, or swerve with a blowout. Edwin Shalom Slonim, firstname.lastname@example.org Minols Ltd, 83 Moriah Blvd, PO Box 7360, Haifa 31072 Israel +972-4-826-6583
"Computers are making hospitals more dangerous, new research suggests. Computer keyboards fester with colonies of bacteria, which can easily spread from the medical personnel who use them to the patients they treat. Some hospitals now have computers in every patient room, creating even more opportunities for contamination. Researchers at Northwestern Memorial Hospital in Chicago found that the types of bacteria commonly found in hospitals -- some resistant to antibiotics -- could survive on a keyboard for 24 hours. Simply cleaning the computers with soap and water didn't make a difference. Using a strong disinfectant did kill the germs -- but it also damaged the computers. 'The difficulty with keyboards is you can't pour bleach on them,' Dr. Allison McGreer of Toronto's Mount Sinai Hospital tells The Canadian Press. 'They don't work so well when you do that.' Because it's nearly impossible to keep keyboards sterile, researchers say, the onus is on doctors and nurses to wash their hands vigorously and often." [Excerpted from *The Week*, 29 May 2005]
[PGN-Excerpted from CRYPTO-GRAM, May 15, 2005 Counterpane Internet Security, Inc.] <http://www.schneier.com><http://www.counterpane.com> The United States will get a national ID card. The REAL ID Act establishes uniform standards for state driver's licenses, to go into effect in three years, effectively creating a national ID card. It's a bad idea, and is going to make us all less safe. It's also very expensive. And it all happened without any serious debate in Congress. I've already written about national IDs. I've written about the fallacies of identification as a security tool. I'm not going to repeat myself here, and I urge everyone who is interested to read those essays (links at the end). Remember, the question to ask is not whether a national ID will do any good; the question to ask is whether the good it does is worth the cost. By that measure, a national ID is a lousy security trade-off. And everyone needs to understand why. Aside from the generalities in my previous essays, there are specifics about REAL ID that make for bad security. The REAL ID Act requires driver's licenses to include a "common machine-readable technology." This will, of course, make identity theft easier. Already some hotels take photocopies of your ID when you check in, and some bars scan your ID when you try to buy a drink. Since the U.S. has no data protection law, those businesses are free to resell that data to data brokers like ChoicePoint and Acxiom. And they will; it would be bad business not to. It actually doesn't matter how well the states and federal government protect the data on driver's licenses, as there will be parallel commercial databases with the same information. (Those who point to European countries with national IDs need to pay attention to this point. European countries have a strong legal framework for data privacy and protection. This is why the American experience will be very different than the European experience, and a much more serious danger to society.) Even worse, there's likely to be an RFID chip in these licenses. The same specification for RFID chips embedded in passports includes details about embedding RFID chips in driver's licenses. I expect the federal government will require states to do this, with all of the associated security problems (e.g., surreptitious access). REAL ID requires that driver's licenses contain actual addresses, and no post office boxes. There are no exceptions made for judges or police -- even undercover police officers. This seems like a major unnecessary security risk. REAL ID also prohibits states from issuing driver's licenses to illegal aliens. This makes no sense, and will only result in these illegal aliens driving without licenses -- which isn't going to help anyone's security. (This is an interesting insecurity, and is a direct result of trying to take a document that is a specific permission to drive an automobile, and turning it into a general identification device.) REAL ID is expensive. It's an unfunded mandate: the federal government is forcing the states to spend their own money to comply with the act. I've seen estimates that the cost to the states of complying with REAL ID will be tens of billions. That's money that can't be spent on actual security. And the wackiest thing is that none of this is required. In October 2004, the Intelligence Reform and Terrorism Prevention Act of 2004 was signed into law. That law included stronger security measures for driver's licenses, the security measures recommended by the 9/11 Commission Report. That's already done. It's already law. REAL ID goes way beyond that. It's a huge power-grab by the federal government over the states' systems for issuing driver's licenses. REAL ID doesn't go into effect until three years after it becomes law, but I expect things to be much worse by then. One of my fears is that this new uniform driver's license will bring a new level of "show me your papers" checks by the government. Already you can't fly without an ID, even though no one has ever explained how that ID check makes airplane terrorism any harder. I have previously written about Secure Flight, another lousy security system that tries to match airline passengers against terrorist watch lists. I've already heard rumblings about requiring states to check identities against "government databases" before issuing driver's licenses. I'm sure Secure Flight will be used for cruise ships, trains, and possibly even subways. Combine REAL ID with Secure Flight and you have an unprecedented system for broad surveillance of the population. Is there anyone who would feel safer under this kind of police state? Americans overwhelmingly reject national IDs in general, and there's an enormous amount of opposition to the REAL ID Act. If you haven't heard much about REAL ID in the newspapers, that's not an accident. The politics of REAL ID was almost surreal. It was voted down last fall, but was reintroduced and attached to legislation that funds military actions in Iraq. This was a "must-pass" piece of legislation, which means that there was no debate on REAL ID. No hearings, no debates in committees, no debates on the floor. Nothing. And it's now law. We're not defeated, though. REAL ID can be fought in other ways: via funding, in the courts, etc. Those seriously interested in this issue are invited to attend an EPIC-sponsored event in Washington, DC, on the topic on June 6th. I'll be there. Text of the REAL ID Act: <http://thomas.loc.gov/cgi-bin/bdquery/z?d109:h.r.00418:> Congressional Research Services analysis: <http://www.eff.org/Activism/realid/analysis.pdf> My previous writings on identification and national IDs: <http://www.schneier.com/crypto-gram-0404.html#1> <http://www.schneier.com/crypto-gram-0402.html#6> <http://www.schneier.com/crypto-gram-0112.html#1> Security problems with RFIDs: <http://www.schneier.com/crypto-gram-0410.html#3> My previous writings on Secure Flight: <http://www.schneier.com/crypto-gram-0502.html#1> Resources: <http://www.epic.org/privacy/id_cards/> <http://www.unrealid.com/> EPIC's Washington DC event: <http://www.epic.org/events/id/savethedate.html>
Responding to fears raised by privacy advocates that new electronic passports might be vulnerable to high-tech snooping, the State Department intends to modify the design so that an embedded radio chip holding a digitized photograph and biographical information is more secure. [Source: Bowing to Critics, U.S. to Alter Design of Electronic Passports Eric Lipton, *The New York Times*, 27 Apr 2005] http://www.nytimes.com/2005/04/27/politics/27passport.html [requires registration] On a personal (self-congratulatory) note, it seems that a recent paper by Ziv Kfir and myself: "Picking virtual pockets using relay attacks on contactless smartcard systems" http://eprint.iacr.org/2005/052 was used as ammunition in the campaign to pressure the state department to rethink the e-passport design. RISKS readers may find interest in this letter from the Berkeley Law School to the Office of Passport Policy, on behalf of an impressive list of computer scientists and security experts, explaining what was wrong with the previous design: http://www.law.berkeley.edu/cenpro/samuelson/papers/other/ElectronicPassport_Comments_DOS.pdf Curiously, I saw somewhere recently (I don't have the URL handy) that the only country in the world that was ready with the (now defunct) e-passport was Belgium(?). The US was not ready to meet its own deadline... I bet some people in Brussels are less than happy with the news... Avishai Wool, Ph.D., School of Electrical Engineering, Tel Aviv University, Ramat Aviv 69978, ISRAEL http://www.eng.tau.ac.il/~yash
Lost items puzzle nuclear research lab: The U.S. federal Idaho National Laboratory nuclear-reactor research lab cannot account for more than 200 missing computers and disk drives that may have contained sensitive information. The computers were among 998 items costing $2.2 million dollars that came up missing over the past three years. Lab officials told investigators that none of the 269 missing computers and disk drives had been authorized to process classified information. But they acknowledged there was a possibility the devices contained ''export controlled" information -- data about nuclear technologies applicable to both civilian and military use. [Source: AP item from *The Boston Globe*, 7 May 2005, PGN-ed]
Many articles documenting the risks of exposure of personally identifiable information bemoan the possibility of compromise. There seems to be very little quantitative information on the number of cases where the information is used inappropriately. If a selection of unused social security numbers were identified as probes, these could be used by credit bureaux and other large databases as proxies for compromise. Any use of these numbers would be positive confirmation of breach of the related database, and an indication of the rate at which harvested numbers are utilised. While this does pollute the datasets with incorrect data, this provides an in-band mechanism to detect misuse. The practise has been in use by mailing list rental companies to count the number of times a list is used. The low occurrence of the probes makes wholesale harvesting easy to detect and difficult for the harvester to protect themselves against. This risk, of course, is that the list of probe numbers is compromised! Pekka Pihlajasaari email@example.com +27 (11) 728-0899 Data Abstraction Ltd
"The history of IT is littered with companies that lost substantial leads in this fast-changing field. I see no reason why it couldn't happen to countries. Indeed, at the recent International Collegiate Programming Contest of the Association for Computing Machinery, four Asian teams finished in the top dozen, including the champion, while the best U.S. finish was 17th, the country's worst showing ever. If current U.S. government policies continue, IT leadership could easily be surrendered to Asia." [ACM President David Patterson gave testimony before a Congressional hearing last week. PGN] http://news.com.com/Surrendering+U.S.+leadership+in+IT/2010-7337_3-5701653.html
I recently lost our rental car in one of the huge parking lots of Disney World. The color and license plate entry on the rental car tag were incorrect and we couldn't remember the color and we had the row wrong. Eventually security drove us around while I pushed the "panic" button on the remote key fob at any likely looking vehicle. Security knew roughly where the cars were parked based on the time that you caught the shuttles. Once we found the car that was it - no further checks. During the search I asked about car theft from the parking lots given that they are huge and there is little sign of security patrols etc. The claim was that they don't have many car thefts, but they do have 4 to 5 break-ins every day where the contents of the cars are stolen. Here's the interesting part: every break-in in the past month had involved a laptop with internal bluetooth. Apparently if you just suspend the laptop the bluetooth device will still acknowledge certain requests allowing the thief to target only cars containing these laptops.
In RISKS-23.86, Bob Blakley attacks the Italian newspaper who discovered that they could use cut and paste to see "blacked out" text as "having allies whose press is eager to publish information which will endanger your troops". He's not the only one, as evidenced by the discussion in the Slashdot article he referenced. It's an incredible mistake to think that America's enemies are so unsophisticated or stupid that they couldn't figure this same method out themselves if the Italian newspaper hadn't published it. Underestimating your enemy is a sure way to lose. Paul Tomblin <firstname.lastname@example.org> http://xcski.com/blogs/pt/
What's most interesting to me about this is that it will undoubtedly generate all sorts of proposals for wildly expensive and demonstrably ineffective fixes. My prediction is that the preferred proposals will be: 1. A proprietary mil-spec word processor which is guaranteed to delete what it redacts, to be developed bespoke. 2. A complicated PDF file filter which searches for classified information at specified levels and strips it out. These would be multimillion dollar projects with a customer base of - say - five, and would be predictably behind schedule and ineffective. The problem, of course, arises because the appearance of the document on the screen does not correspond to its deep structure. However it's easy and cheap to fix this problem. The $100 solution would be to designate a redacted-document-release server and configure it so that it only accepts uploads via FAX. To get documents onto such a server, you'd need to go through the analog hole, which would automatically guarantee that the document's appearance IS its deep structure. Voila.
Actually, Acela's problems are a bit deeper: * The trainset was built 4 inches wider than it was supposed to. Nobody really knows or will fess up as to why. as a result, it can't tilt on trackage owned by Metro-North, which is the curviest part of the system. Elsewhere, it can't tilt as much as it was supposed to. * The trainsets are built to the US DOT's 'Tier II' standards, which require strength standards roughly 5 times that of UIC (European) railcars. The result is an enormous increase in weight - the unpowered Acela coaches are nearly as heavy as the TGV's locomotives (!). * The above weight issues result in the train being unstable at running speeds, a problem never totally solved. In addition, the curve speeds must be lower (because of the weight). * TGVs use their locomotives for a large amount of the total braking on the train (easily 33%). Acelas can't do this because they're so heavy. Thus, higher use of friction braking. * Lower curve speeds mean slowing down more after a straight run... * And that means more, heavier use of the brakes. * Unwillingness on the part of Amtrak and the US DOT to adopt a distributed setup where every car is powered meant additional weight (locomotives at the ends) and only 4 axles with regenerative braking, i.e. braking with the motors. The real issue is that Amtrak and the DOT insisted on a custom, untested design based on a design concept that was out of step (180 degrees!) with every other high speed train built in modern times. Had Amtrak simply purchased a modified form of the X-2000 tested here in the early 90's, we wouldn't have this fiasco today. Ironically, the X-2000 was cleared for higher curve speeds than the Acela can achieve safely... Sometimes reinventing the wheel isn't a good idea...
> It seems that old-fashioned mechanical engineering is not immune from the > ills commonly ascribed to its software counterpart. Of course not. Its just that when it happens in mechanical engineering, the result is news stories, lawsuits and (usually) action taken to prevent recurrence of the problems. In software engineering, these problems are accepted as normal business practices. Martin.Ward@durham.ac.uk http://www.cse.dmu.ac.uk/~mward/ Erdos number: 4 G.K.Chesterton web site: http://www.cse.dmu.ac.uk/~mward/gkc/
Lack of replacement brake parts is interesting, but what's the computer-related risk here? ["Risks to the Public in the Use of Computers and Related Systems." We keep stressing the importance of systems in the large. Also, the maintenance problem of letting essentially all of the trains fall apart with no spare parts is symptomatic. PGN]
I was on a "baby bullet" train last week that goes at the same speed as the regular trains but only stops a few times over the stretch from SF to SJose, and "the door is closing" recording kept playing between Palo Alto and Mountain View while the train whizzed past two stations with the door in front of me wide open. A conductor finally heard the repeated recording after about 5 minutes and tried to close the door manually with no success. I asked him if that happened often, and the answer was, with a shrug, ``Well, it does happen now and then.''
Followup to the Comair incident: *CIO Magazine* offers timeline. Stephanie Overby http://www.cio.com/archive/050105/comair.html The crash of a critical legacy system at Comair is a classic risk management mistake that cost the airline $20 million and badly damaged its reputation.
[Source: Article by Joanna Glasner, Wired.Com, 5 Apr 2005] For most people who spend a lot of time online, impulsively typing queries into a search engine has become second nature. Got a nasty infection in an embarrassing spot? Look up a treatment on your favorite search site. Obsessing about an ex? Try Googling his or her name. Chances are the queries will unearth some enlightening information. But while search engines are quite upfront about sharing their knowledge on topics you enter in the query box, it's not so clear what they know about you. As operators of the most popular search engines roll out more services that require user registration, industry observers and privacy advocates say it's become more feasible to associate a particular query with an individual. "You should think about what you put in that search box, because it may not be as anonymous as you think," said Danny Sullivan, editor of SearchEngineWatch.com. It has long been standard practice, Sullivan noted, for search sites to employ cookies, which track activity on a computer's internet browser. But cookies don't identify a person by name. If two people access a site on the same browser, the cookie wouldn't distinguish between them. However, when people provide personal information to register for services offered by search engine companies, such as free e-mail accounts, news alerts or personalized homepages, they're no longer anonymous. ... http://www.wired.com/news/privacy/0,1848,67062,00.html
Given that the agent is using a BofA computer application in the course of providing service, doesn't this seem like a problem you could solve with an expert system? Design the BofA app. to require the agent to quiz the caller on the standard birthdate, mother's maiden name or security password, last 4 of SSN, etc. authenticators, and enter that data before *any* identifying data is displayed back to the agent. If the agent can't see it, they can't violate (what I hope are) BofA's policies not to disclose it to someone who isn't authenticated. Brent J. Nordquist <email@example.com> N0BJN Other contact information: http://www.nordist.net/contact.html
Lest people discount Vin McLellan's comments about SecurID by accusing him of being a shill for RSA, let me offer an independent observation. I made a detailed study of token technology a few years back while working for a competing vendor (Secure Computing, owner of the SafeWord token line) and while writing a book on authentication technology (aptly named "Authentication"). First, the typical alternative to SecurID's clock-based key fobs are "event based" key fobs, like SafeWord, in which the user must push a button to retrieve the next one time password. The effective differences between the two systems are minor, assuming they use comparable crypto. SafeWord tokens are based on DES technology and 56-bit keys, while traditional SecurID products used an internally-developed crypto algorithm with 64-bit keys. The real difference today, however, is that the newer, high-end SecurID products are based on AES with 128-bit keys. I don't know what key size is used in the E*Trade token - none of the reports on this, including Gartner's, have identified the token's key size. Second, I agree with Vin's opinion regarding USB tokens. While I hope that they're the wave of the future, they don't work with most of today's authentication transactions, which tend to involve passwords embedded in web pages. It's much easier to retrofit a web site to support a key fob's one time password than it is to update both ends of the system to support USB-based authentication. Third, I agree with Vin that you can't fault E*Trade for providing a back door so that users can still access their accounts after misplacing their key fob. It may be lousy security, but it's what the user community needs. Rick Smith, University of St. Thomas/Cryptosmith, Minnesota
Please report problems with the web pages to the maintainer