photo credit: 708718

From Annie Karni’s “Gabbing Taxi Drivers Talking on ‘Party Lines’” (The New York Sun: 11 January 2007):

It’s not just wives at home or relatives overseas that keep taxi drivers tied up on their cellular phones during work shifts. Many cabbies say that when they are chatting on duty, it’s often with their cab driver colleagues on group party lines. Taxi drivers say they use conference calls to discuss directions and find out about congested routes to avoid. They come to depend on one another as first responders, reacting faster even than police to calls from drivers in distress. Some drivers say they participate in group prayers on a party line.

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It is during this morning routine, waiting for the first shuttle flights to arrive from Washington and Boston, where many friendships between cabbies are forged and cell phone numbers are exchanged, Mr. Sverdlov said. Once drivers have each other’s numbers, they can use push-to-talk technology to call large groups all at once.

Mr. Sverdlov said he conferences with up to 10 cabbies at a time to discuss “traffic, what’s going on, this and that, and where do cops stay.” He estimated that every month, he logs about 20,000 talking minutes on his cell phone.

While civilian drivers are allowed to use hands-free devices to talk on cell phones while behind the wheel, the Taxi & Limousine Commission imposed a total cell phone ban for taxi drivers on duty in 1999. In 2006, the Taxi & Limousine Commission issued 1,049 summonses for phone use while on duty, up by almost 69% from the 621 summonses it issued the previous year. Drivers caught chatting while driving are fined $200 and receive two-point penalties on their licenses.

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Drivers originally from countries like Israel, China, and America, who are few and far between, say they rarely chat on the phone with other cab drivers because of the language barrier. For many South Asians and Russian drivers, however, conference calls that are prohibited by the Taxi & Limousine Commission are mainstays of cabby life.

A tentative plan to overhaul Massachusetts’ transportation system by using GPS chips to charge motorists a quarter-cent for every mile behind the wheel has angered some drivers.

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But a “Vehicle Miles Traveled” program like the one the governor may unveil this week has already been tested — with positive results — in Oregon.

Governors in Idaho and Rhode Island, as well as the federal government, also are talking about such programs. And in North Carolina, a panel suggested in December the state start charging motorists a quarter-cent for every mile as a substitute for the gas tax.

“The Big Brother issue was identified during the first meeting of the task force that developed our program,” said Jim Whitty, who oversees innovation projects for the Oregon Department of Transportation. “Everything we did from that point forward, even though we used electronics, was to eliminate those concerns.”

A draft overhaul transport plan prepared for Gov. Deval Patrick says implementing a Vehicle Miles Traveled system to replace the gas tax makes sense. “A user-based system, collected electronically, is a fair way to pay for our transportation needs in the future,” it says.

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The idea behind the program is simple: As cars become more fuel efficient or powered by electricity, gas tax revenues decline. Yet the cost of building and maintaining roads and bridges is increasing. A state could cover that gap by charging drivers precisely for the mileage their vehicles put on public roads.

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In Oregon, the state paid volunteers who let the transportation department install GPS receivers in 300 vehicles. The device did not transmit a signal — which would allow real-time tracking of a driver’s movements — but instead passively received satellite pings telling the receiver where it was in terms of latitude and longitude coordinates.

The state used those coordinates to determine when the vehicle was driving both within Oregon and outside the state. And it measured the respective distances through a connection with the vehicle’s odometer.

When a driver pulled into a predetermined service station, the pump linked electronically with the receiver, downloaded the number of miles driven in Oregon and then charged the driver a fee based on the distance. The gas tax they would have paid was reduced by the amount of the user fee. Drivers continued to be charged gas tax for miles driven outside Oregon.

Under such systems, one of which is already used in London, drivers are charged more for entering a crowded area during rush hour than off-peak periods.

One of the most interesting operations was the laundry mat [sic]. Having lost many troops and civilians to bombings, the Brits decided they needed to determine who was making the bombs and where they were being manufactured. One bright fellow recommended they operate a laundry and when asked “what the hell he was talking about,” he explained the plan and it was incorporated — to much success.

The plan was simple: Build a laundry and staff it with locals and a few of their own. The laundry would then send out “color coded” special discount tickets, to the effect of “get two loads for the price of one,” etc. The color coding was matched to specific streets and thus when someone brought in their laundry, it was easy to determine the general location from which a city map was coded.

While the laundry was indeed being washed, pressed and dry cleaned, it had one additional cycle — every garment, sheet, glove, pair of pants, was first sent through an analyzer, located in the basement, that checked for bomb-making residue. The analyzer was disguised as just another piece of the laundry equipment; good OPSEC [operational security]. Within a few weeks, multiple positives had shown up, indicating the ingredients of bomb residue, and intelligence had determined which areas of the city were involved. To narrow their target list, [the laundry] simply sent out more specific coupons [numbered] to all houses in the area, and before long they had good addresses. After confirming addresses, authorities with the SAS teams swooped down on the multiple homes and arrested multiple personnel and confiscated numerous assembled bombs, weapons and ingredients. During the entire operation, no one was injured or killed.
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By the way, the gentleman also told the story of how [the British] also bugged every new car going into Northern Ireland, and thus knew everything [Sinn Fein leader] Gerry Adams was discussing. They did this because Adams always conducted mobile meetings and always used new cars.

The Israelis have a term for this type of thinking, “Embracing the Meshugganah,” which literally translated means, embrace the craziness, because the crazier the plan, the less likely the adversary will have thought about it, and thus, not have implemented a counter-measure.

There’s a huge difference between nosy neighbors and cameras. Cameras are everywhere. Cameras are always on. Cameras have perfect memory. It’s not the surveillance we’ve been used to; it’s wholesale surveillance. I wrote about this here, and said this: “Wholesale surveillance is a whole new world. It’s not ‘follow that car,’ it’s ‘follow every car.’ The National Security Agency can eavesdrop on every phone call, looking for patterns of communication or keywords that might indicate a conversation between terrorists. Many airports collect the license plates of every car in their parking lots, and can use that database to locate suspicious or abandoned cars. Several cities have stationary or car-mounted license-plate scanners that keep records of every car that passes, and save that data for later analysis.

“More and more, we leave a trail of electronic footprints as we go through our daily lives. We used to walk into a bookstore, browse, and buy a book with cash. Now we visit Amazon, and all of our browsing and purchases are recorded. We used to throw a quarter in a toll booth; now EZ Pass records the date and time our car passed through the booth. Data about us are collected when we make a phone call, send an e-mail message, make a purchase with our credit card, or visit a Web site.”

What’s happening is that we are all effectively under constant surveillance. No one is looking at the data most of the time, but we can all be watched in the past, present, and future. And while mining this data is mostly useless for finding terrorists (I wrote about that here), it’s very useful in controlling a population.

This situation doesn’t stem from the recent meltdown in banking and the markets. GM, Ford and Chrysler have been losing billions since 2005, when the U.S. economy was still healthy. The financial crisis does, however, greatly exacerbate Detroit’s woes. As car sales plunge — both in the U.S. and in Detroit’s once-booming overseas markets — it’s becoming nearly impossible for the companies to cut costs fast enough to keep pace with the evaporation of their revenue. All three companies, once the very symbol of American economic might, need new capital, but their options for raising it are limited.

In all this lies a tale of hubris, missed opportunities, disastrous decisions and flawed leadership of almost biblical proportions. In fact, for the last 30 years Detroit has gone astray, repented, gone astray and repented again in a cycle not unlike the Israelites in the Book of Exodus.

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Detroit failed to grasp — or at least to address — the fundamental nature of its Japanese competition. Japan’s car companies, and more recently the Germans and Koreans, gained a competitive advantage largely by forging an alliance with American workers.

Detroit, meanwhile, has remained mired in mutual mistrust with the United Auto Workers union. While the suspicion has abated somewhat in recent years, it never has disappeared — which is why Detroit’s factories remain vastly more cumbersome to manage than the factories of foreign car companies in the U.S.

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Two incidents in 1936 and 1937 formed this lasting labor-management divide: the sit-down strike at GM’s factories in Flint, Mich., and the Battle of the Overpass in Detroit, in which Ford goons beat up union organizers. But the United Auto Workers prevailed, and as the GM-Ford-Chrysler oligopoly emerged in the 1940s, the union gained a labor monopoly in American auto factories. As costs increased, the companies routinely passed them on to U.S. consumers, who had virtually no alternatives in buying cars.

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Nissan, Toyota and other Japanese car companies soon started building factories in America, followed by German and Korean auto makers. There are now 16 foreign-owned assembly plants in the U.S., and many more that build engines, transmissions and other components.

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Several years ago Ford even considered dropping cars altogether because they weren’t profitable, and focusing entirely on trucks. Then in 2005, Hurricane Katrina and growing oil demand from China and India sent gasoline prices soaring and SUV sales plunging. GM lost $10.6 billion that year. Ford topped that by losing $12.7 billion in 2006. Last summer Daimler gave up on Chrysler, selling it to private-equity powerhouse Cerberus for about one-fourth of what it had paid to buy Chrysler. Last fall the UAW approved significant wage and benefit concessions, but they won’t kick in until 2010. That might be too late. GM lost $15.5 billion in this year’s second quarter, Ford lost $8.7 billion, and further losses are coming. (Closely held Chrysler, of course, doesn’t report financial results.)

Savvy criminals are using some of the country’s most credible logos, including FedEx, Wal-Mart, DirecTV and the U.S. Border Patrol, to create fake trucks to smuggle drugs, money and illegal aliens across the border, according to a report by the Florida Department of Law Enforcement.

Termed “cloned” vehicles, the report also warns that terrorists could use the same fake trucks to gain access to secure areas with hidden weapons.

The report says criminals have been able to easily obtain the necessary vinyl logo markings and signs for $6,000 or less. Authorities say “cosmetically cloned commercial vehicles are not illegal.”

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In another case, a truck painted with DirecTV and other markings was pulled over in a routine traffic stop in Mississippi and discovered to be carrying 786 pounds of cocaine.

Police said they became suspicious because the truck carried the markings or DirecTV and several of its rivals. An 800 number on the truck’s rear to report bad driving referred callers to an adult sex chat line.

It’s easy. Find a fast-food restaurant with two drive-through windows: one where you order and pay, and the other where you receive your food. This won’t work at the more-common U.S. configuration: a microphone where you order, and a single window where you both pay and receive your food. The video demonstrates the attack at a McDonald’s in — I assume — France.

Wait until there is someone behind you and someone in front of you. Don’t order anything at the first window. Tell the clerk that you forgot your money and didn’t order anything. Then drive to the second window, and take the food that the person behind you ordered.

It’s a clever exploit. Basically, it’s a synchronization attack. By exploiting the limited information flow between the two windows, you can insert yourself into the pay-receive queue.

You mentioned in your last crypto-gram newsletter about a cover that makes a license plate impossible to read from certain angles. Brazilian people have thought in another low-tech solution for the same “problem”, they simply tie some ribbons to the plate or the car itself; when the car is running (speeding) the ribbons fly and get in front of the plate making it difficult to read the plate.

On Sunday 30 May 2004 11:32 pm, Jerry Hubbard wrote:
> How is everyone? Hope the storms did not harm anyone.

My basement flooded twice, my tenant’s kitchen had water streaming in through the window frame, our backyard fence was blown down, the umbrella on our deck was blown off the deck into the yard while flipping the table over, and I found a dead cat in the alley (which I buried in our back yard).

Oh, and my car needs a new transmission: $1900.

Other than that, a typical week.

There are very few consumer products about which you’d want to read a whole book — the Google search engine, the first Mac, the Sony Walkman, the VW Beetle. Levy proves that the iPod, which turns five years old today, belongs to that club.