Intel® Atom™ processor Z5xx for Vehicle System and Internet Phone

Intel Corporation at March 2, 2009; announced new products the Intel® Atom™ processor Z5xx series include industrial-temperature options, as well as different package-size choices better suited for in-car infotainment devices, media phones, eco-technologies and other industrial-strength applications.



The low-power Intel Atom processor is behind much of Intel’s growth into several new computing-related market segments, extending the popular Intel® architecture to embedded industries such as automotive in-vehicle infotainment (IVI), industrial control and automation, and media phones. These products also enable market segment innovation through advancements in integrated 2-D and 3-D graphics, video acceleration and support for multiple operating systems including several versions of Windows* and Linux*.

"Intel is well known for innovation and we’re excited to see them introducing new low-power consumption Intel Atom processors targeted for in-vehicle systems," said Greg Baribault, director of product management for the Automotive Business Unit at Microsoft*. "Intel Atom processors and the Microsoft Auto software platform will provide scalability for the new era of advanced in-vehicle solutions."

In addition to in-car applications, the Intel Atom Z5xx processor series also targets an emerging category of Internet-based communications devices Intel calls "media phones." The package size and power envelope of the Intel Atom Z5xx series are ideal for the media phone, which provides communications services over IP and easy, one-touch access to lifestyle applications such as e-mail, text messaging, weather information, YouTube*, horoscopes and digital photo albums.

To help accelerate this emerging device category, Intel today introduced an Intel® Media Phone Reference Design that will facilitate development of hardware solutions to market. The hardware development platform includes schematics and validated software stacks.

The new products will be available in the second quarter. For more information about the new options for the Intel Atom processor Z5xx series, visit developer.intel.com/design/intarch/atom500/index.htm.

A New Web of Trust

www.technologyreview.com, Tuesday, January 06, 2009
By Erica Naone

A protocol that could make the Internet more secure is finally being implemented.

A core element of the Internet that helps millions of computer systems locate each other is finally getting a much-needed upgrade. The domain name system (DNS) works a lot like the Internet's phone book, translating the URLs that users type into a browser into the numerical addresses used to identify the servers that host the requested site.

Recently, this 30-year-old system has begun showing its age.

Last year, a team of high-profile security researchers raced to repair a critical flaw in DNS that made it possible to hijack legitimate communications, potentially directing unsuspecting Web surfers to malicious Web pages. The patch that the team came up with reduced the immediate danger but wasn't meant to be a permanent solution.

For a long-term fix, many experts are now looking to DNSSEC, a protocol that verifies DNS messages with digital signatures. The Public Interest Registry, which handles the .org domain, is implementing DNSSEC across all Web addresses ending with this suffix, and it plans to complete the first phase of the process early this year. The U.S. government has committed to turning on DNSSEC for .gov as well, and the newly formed DNSSEC Industry Coalition is pushing to get the protocol adopted even more widely.

This is something of a turnaround. In the 14 years since DNSSEC was first conceived, the protocol struggled to gain widespread adoption because it was seen to unnecessarily increase the complexity of implementing DNS. The key to the DNS flaw discovered last year is that the protocol was designed during a more trusting time and does not bother to authenticate information. Dan Kaminsky, director of penetration testing at IOActive, a security company based in Seattle, realized that, if an attacker could worm his way into a DNS communication, he could redirect Web traffic in almost any way. Features have been added to DNS to reduce the threat that messages will be hijacked, but DNSSEC adds real authentication to the system for the first time.

Alexa Raad, CEO of the Public Interest Registry, notes that someone had to be the first to implement the new protocol. Before now, she says, the organizations responsible for domain names weren't moving to integrate DNSSEC because they'd either be sending out credentials to servers that weren't listening for them, or they'd be listening for credentials that wouldn't be there. Raad says that the Public Interest Registry started integrating DNSSEC well before Kaminsky's flaw was announced, hoping to encourage adoption of the protocol by setting an example. The revelations of Kaminsky's flaw simply helped intensify the debate, she says. "For the past two years, a lot of the debate around DNSSEC centered around, 'Do we need it? Are there other technologies? How viable is it?' I think the debate has completely moved away from that. We all understand that DNS is in fact broken. The only solution for that is, in fact, DNSSEC. The debate is now, 'How do we deploy?'"

DNSSEC is about creating a "chain of trust," adds Ram Mohan, CTO of Afilias, which has been working to help the Public Interest Registry handle its deployment. There are many places where DNSSEC must be switched on in order for the chain of trust to flow unbroken from the user to a website. Once a top-level domain (such as .org or .com) implements DNSSEC, any website under that domain can choose to turn on DNSSEC as well, which is an important link in the chain. Since Internet service providers such as Comcast have started supporting DNSSEC, Mohan says, it's becoming possible for some website visits to fall largely under the protection of DNSSEC.

Paul Vixie, president of the Internet Systems Consortium, which maintains BIND, the software most commonly used to process DNS messages, expects the move toward DNSSEC to snowball. "With .gov and .org signed, there's finally a market for DNSSEC technology and services," he says. "Now that some others are implementing DNSSEC, many others will want to be in the business of providing DNSSEC solutions, and that will in turn make it possible for a lot of fence-sitters to finally climb down and join us."

Kaminsky himself was initially neutral on DNSSEC as a possible solution to the flaw that he discovered with DNS. He now sees DNSSEC as a good solution, but cautions that work still needs to be done to help it scale up. Most important, he says: other root domains, which are at the core of all DNS transactions, need to use DNSSEC. Although DNS was never designed to be at the heart of authentication on the Internet, "it is, and it's time we start treating it that way," Kaminsky adds.

Mohan says that he's hopeful that more domains will implement DNSSEC soon. "It's about damn time that DNS got more secure," he says. "The integrity of DNS traffic is starting to be questioned with the advent of phishing and botnets and stuff like that. Here is a concrete thing that can be done that is proven to eliminate a clear problem."

Broadband on Rails

http://www.technologyreview.com/
By Rachel Kremen on Tuesday, December 30, 2008

A compact lens could make high-speed Internet access commonplace on trains.

Internet access can make a train trip far more productive and enjoyable. But train-mounted satellite dishes that send and receive data can't be used on a lot of routes, as the standard hardware is too big to fit in some tunnels. Now researchers at the University of York, in England, have developed an alternative: a dome-shaped plastic lens that's less than half as high as a typical satellite dish. The system, which was developed with funding from the European Space Agency, is also designed to track multiple satellites at once, making it more reliable than a dish.

"Here in the U.K., a lot of our railway infrastructure is very old," says John Thornton, a research fellow in the Department of Electronics at the University of York, who led the lens research. Low bridges and tunnels offer minimal headroom for satellite dishes, which Thornton says are about 62 centimeters high. Thornton's lens, in contrast, is only 30 centimeters high--short enough to meet the needs of the train industry.

The York project is based on an existing design, called a Luneburg lens. "The traditional approach would be to make [the lens] out of novel materials with certain properties," says Thornton. "I thought, 'What materials are practical and could work?'" Ultimately, the team decided on the plastics polyethylene and polystyrene, which are less expensive than the materials traditionally used to make Luneburg lenses but achieve the necessary performance. Thornton says that recent laboratory tests confirmed that the lens was able to receive digital video broadcasts, meaning that it could handle at least four megabits of data per second.

The York system also offers increased reliability. With a traditional satellite system, a separate dish is required for each satellite, and the whole dish has to move to track the signal. Moving an entire dish is fine if it's mounted on a stable structure, such as the roof of a house, but not if it's affixed to the side of a train that's running through tunnels and under bridges. A lot of room is required around the device at all times, to ensure that it doesn't hit something while tracking a signal.

With Thornton's device, incoming radiation bounces off the surface on which the lens is mounted. The lens concentrates the reflected radiation to a single point on its surface, where it's collected by a motorized antenna called a feed. To track the signal, only the feed needs to move, as opposed to the entire dish in a conventional system. Moreover, several feeds can roam around the surface of the lens at once, collecting signals from satellites in different locations.

Having extra feeds increases the redundancy of the system, Thornton says. "If one of the possible feeds isn't working, then you've got a spare." Different beams could also be enlisted for different services, he says, noting that one could be used to provide live television while another is used for Internet access.

Ratul Mahajan, a researcher with Microsoft's networking group who has been working on wireless Internet connections for cars, questions why Thornton chose to use satellite Internet instead of 3G, a telecommunications standard that's becoming common in cellular-telephone networks. "Why use satellite at all?" Mahajan asks.

Thornton says that 3G currently doesn't have the kind of geographic coverage required for continuous Internet access along train routes. Upgrades to the cell network, he says, tend to be concentrated in towns. "Each base station can only offer the highest data rates to users typically one or two kilometers away, so a truly vast number would be needed to cover all the railway routes in a country the size of the USA, or even France," Thornton says.

Thornton is currently trying to find a commercial partner for his system but admits that it's not ready to hit the rails just yet. In fact, it has yet to be tested on a moving vehicle. The team still needs to develop a control system and protocols for handling multiple satellite feeds.