Data-driven curation, learning and analysis for inferring evolving IoT botnets in the wild

The insecurity of the Internet-of-Things (IoT) paradigm continues to wreak havoc in consumer and critical infrastructure realms. Several challenges impede addressing IoT security at large, including, the lack of IoT-centric data that can be collected, analyzed and correlated, due to the highly heterogeneous nature of such devices and their widespread deployments in Internet-wide environments. To this end, this paper explores macroscopic, passive empirical data to shed light on this evolving threat phenomena. This not only aims at classifying and inferring Internet-scale compromised IoT devices by solely observing such one-way network traffic, but also endeavors to uncover, track and report on orchestrated "in the wild" IoT botnets. Initially, to prepare the effective utilization of such data, a novel probabilistic model is designed and developed to cleanse such traffic from noise samples (i.e., misconfiguration traffic). Subsequently, several shallow and deep learning models are evaluated to ultimately design and develop a multi-window convolution neural network trained on active and passive measurements to accurately identify compromised IoT devices. Consequently, to infer orchestrated and unsolicited activities that have been generated by well-coordinated IoT botnets, hierarchical agglomerative clustering is deployed by scrutinizing a set of innovative and efficient network feature sets. By analyzing 3.6 TB of recent darknet traffic, the proposed approach uncovers a momentous 440,000 compromised IoT devices and generates evidence-based artifacts related to 350 IoT botnets. While some of these detected botnets refer to previously documented campaigns such as the Hide and Seek, Hajime and Fbot, other events illustrate evolving threats such as those with cryptojacking capabilities and those that are targeting industrial control system communication and control services

Natural history and prognostic significance of iron deficiency and anaemia in ambulatory patients with chronic heart failure

Aims: Iron deficiency (ID) and anaemia are common in heart failure; less is known about changes over time. Methods and results: We investigated prevalence, incidence and resolution of ID and anaemia in 906 patients with chronic heart failure (median age 73 (65–79) years, 70% men, 51% with heart failure with reduced ejection fraction) 1 year apart. ID was defined as serum iron ≤13 μmol/L and anaemia as haemoglobin <13.0 g/dL for men or <12.0 g/dL for women. FAIR-HF criteria for ID were also considered. At baseline, 10% had anaemia without ID, 23% had ID without anaemia, 20% had both, and 47% had neither. Percentages changed little over 1 year, but 157 (30%) patients had new-onset ID, 104 (16%) new-onset anaemia, whilst ID resolved in 173 (44%) and anaemia in 63 (23%). Compared to those who remained iron replete (iron >13 μmol/L), mortality was higher in those with persistent or incident ID at 1 year [hazard ratio (HR) 1.81 (1.23–2.67), and HR 1.40 (0.91–2.14), respectively] in multivariable models (P = 0.02). Compared to persistent ID, resolution of ID was associated with a lower mortality [HR 0.61 (0.44–0.86); P = 0.004]. Changes in ID defined by FAIR-HF criteria were not similarly associated with mortality. Anaemia was associated with a poor outcome even if it resolved. Conclusions: The prevalence and incidence of ID and anaemia are high in chronic heart failure but so is the rate of resolution. Persistent or incident ID, defined by a serum iron ≤13 μmol/L, is associated with higher mortality and resolution of ID with lower mortality

ICT for Sustainable Last-Mile Logistics: Data, People and Parcels

In this paper we present a vision of how ICT can be leveraged to help combat the impact on pollution, congestion and carbon emissions contributed by the parcel delivery sector. This is timely given annual growth in parcel deliveries, especially same-day deliveries, and the need to inform initiatives to clean up our cities such as the sales ban on new petrol and diesel vehicles in the UK by 2040. Our insights are informed by research on parcel logistics in Central London, leveraging a data set of parcel manifests spanning 6 months. To understand the impact of growing e-commerce trends on parcel deliveries we provide a mixed methods case study leveraging data-driven analysis and qualitative fieldwork to demonstrate how ICT can uncover the impact of parcel deliveries on delivery drivers and their delivery rounds during seasonal deliveries (or “the silly season”). We finish by discussing key opportunities for intervention and further research in ICT4S and co-created Smart Cities, connecting our findings with existing research and data as a call to the ICT4S community to help tackle the growth in carbon emissions, pollution and congestion linked to parcel deliveries

Optimising Parcel Deliveries in London Using Dual-Mode Routing

Last-mile delivery operations are complex, and the conventional way of using a single mode of delivery (e.g. driving) is not necessarily an efficient strategy. This paper describes a two-level parcel distribution model that combines walking and driving for a single driver. The model aims to minimise the total travelling time by scheduling a vehicle's routing and the driver's walking sequence when making deliveries, taking decisions on parking locations into consideration. The model is a variant of the Clustered Travelling Salesman Problem with Time Windows, in which the sequence of visits within each cluster is required to form a closed tour. When applied to a case study of an actual vehicle round from a parcel carrier operating in London, savings of over 20% in the total operation time were returned over the current situation where 104 transactions from 99 consignees were being delivered to 57 stopping points

Quantifying environmental and financial benefits of using porters and cycle couriers for last-mile parcel delivery

Parcel carriers face increasingly difficult operating conditions in busy metropolitan areas due to growing consumer demand for ever faster delivery services and having to cope with traffic congestion and city authority measures that may restrict or penalise access for certain types of vehicle. This paper evaluates the potential environmental and financial benefits of switching from traditional van-based deliveries to an alternative operating model, where porters or cycle couriers undertake deliveries supported by a substantially reduced van fleet. Results using a specially-developed algorithm to model operations of a real carrier in an area of central London, UK, suggested that the carrier could reduce CO2 emissions by 45%, NOx emissions by 33%, driving distance by 78% and curbside parking time by 45%. Overall cost savings to the carrier were estimated to be in the range 34–39%. Scaling up the modelled emissions savings to London’s Central Activities Zone, an area of approximately 30 km2 and with current total annual parcel delivery distance of around 15 million km, could see annual emissions savings in the region of 2 million kg CO2 and 1633 kg NOx if all carriers utilised porters or cycle couriers. The key operating challenges identified were related to sorting and consolidating items by weight and volume, parcel handover arrangements and how to deal with express items and failed deliveries

Understanding the Impact of E-commerce on Last-Mile Light Goods Vehicle Activity in Urban Areas: The Case of London

Growth in e-commerce has led to increasing use of light goods vehicles for parcel deliveries in urban areas. This paper provides an insight into the reasons behind this growth and the resulting effort required to meet the exacting delivery services offered by e-retailers which often lead to poor vehicle utilisation in the last-mile operation, as well as the duplication of delivery services in urban centres as competitors vie for business. A case study investigating current parcel delivery operations in central London identified the scale of the challenge facing the last-mile parcel delivery driver, highlighting the importance of walking which can account for 62% of the total vehicle round time and 40% of the total round distance in the operations studied. The characteristics of these operations are in direct conflict with the urban infrastructure which is being increasingly redesigned in favour of walking, cycling and public transport, reducing the kerbside accessibility for last-mile operations. The paper highlights other pressures on last-mile operators associated with managing seasonal peaks in demand; reduced lead times between customers placing orders and deliveries being made; meeting delivery time windows; first-time delivery failure rates and the need to manage high levels of product returns. It concludes by describing a range of initiatives that retailers and parcel carriers, sometimes in conjunction with city authorities, can implement to reduce the costs associated with last-mile delivery, without negatively impacting on customer service levels

Using an agent-based model to explore alternative modes of last-mile parcel delivery in urban contexts

The scale of parcel delivery is increasing rapidly, with indications that it will continue to do so. This presents a challenge both to those in the industry who wish to understand how they might adapt and change their ways of doing delivery and the policymakers who would like to encourage this in order to positively impact urban areas in terms of traffic and pollution. We present an early implementation of an agent-based modelling framework of parcel delivery processes, flexible enough to be extended to explore a variety of scenarios. We apply it to a baseline case study to begin the process of exploring the effectiveness of switching to a different method of delivery

Hyperglycemia regulates thioredoxin-ROS activity through induction of thioredoxin-interacting protein (TXNIP) in metastatic breast cancer-derived cells MDA-MB-231

<p>Abstract</p> <p>Background</p> <p>We studied the RNA expression of the genes in response to glucose from 5 mM (condition of normoglycemia) to 20 mM (condition of hyperglycemia/diabetes) by microarray analysis in breast cancer derived cell line MDA-MB-231. We identified the thioredoxin-interacting protein (TXNIP), whose RNA level increased as a gene product particularly sensitive to the variation of the level of glucose in culture media. We investigated the kinesis of the TXNIP RNA and protein in response to glucose and the relationship between this protein and the related thioredoxin (TRX) in regulating the level of reactive oxygen species (ROS) in MDA-MB-231 cells.</p> <p>Methods</p> <p>MDA-MB-231 cells were grown either in 5 or 20 mM glucose chronically prior to plating. For glucose shift (5/20), cells were plated in 5 mM glucose and shifted to 20 mM at time 0. Cells were analyzed with Affymetrix Human U133A microarray chip and gene expression profile was obtained. Semi-quantitative RT-PCR and Western blot was used to validate the expression of TXNIP RNA and protein in response to glucose, respectively. ROS were detected by CM-H2DCFDA (5–6-chloromethyl-2',7'-dichlorodihydrofluorescein diacetate) and measured for mean fluorescence intensity with flow cytometry. TRX activity was assayed by the insulin disulfide reducing assay.</p> <p>Results</p> <p>We found that the regulation of TXNIP gene expression by glucose in MDA-MB-231 cells occurs rapidly within 6 h of its increased level (20 mM glucose) and persists through the duration of the conditions of hyperglycemia. The increased level of TXNIP RNA is followed by increased level of protein that is associated with increasing levels of ROS and reduced TRX activity. The inhibition of the glucose transporter GLUT1 by phloretin notably reduces TXNIP RNA level and the inhibition of the p38 MAP kinase activity by SB203580 reverses the effects of TXNIP on ROS-TRX activity.</p> <p>Conclusion</p> <p>In this study we show that TXNIP is an oxidative stress responsive gene and its expression is exquisitely regulated by glucose level in highly metastatic MDA-MB-231 cells.</p

The critical role of ERK in death resistance and invasiveness of hypoxia-selected glioblastoma cells

<p>Abstract</p> <p>Background</p> <p>The rapid growth of tumor parenchyma leads to chronic hypoxia that can result in the selection of cancer cells with a more aggressive behavior and death-resistant potential to survive and proliferate. Thus, identifying the key molecules and molecular mechanisms responsible for the phenotypic changes associated with chronic hypoxia has valuable implications for the development of a therapeutic modality. The aim of this study was to identify the molecular basis of the phenotypic changes triggered by chronic repeated hypoxia.</p> <p>Methods</p> <p>Hypoxia-resistant T98G (HRT98G) cells were selected by repeated exposure to hypoxia and reoxygenation. Cell death rate was determined by the trypan blue exclusion method and protein expression levels were examined by western blot analysis. The invasive phenotype of the tumor cells was determined by the Matrigel invasion assay. Immunohistochemistry was performed to analyze the expression of proteins in the brain tumor samples. The Student T-test and Pearson Chi-Square test was used for statistical analyses.</p> <p>Results</p> <p>We demonstrate that chronic repeated hypoxic exposures cause T98G cells to survive low oxygen tension. As compared with parent cells, hypoxia-selected T98G cells not only express higher levels of anti-apoptotic proteins such as Bcl-2, Bcl-X_L, and phosphorylated ERK, but they also have a more invasive potential in Matrigel invasion chambers. Activation or suppression of ERK pathways with a specific activator or inhibitor, respectively, indicates that ERK is a key molecule responsible for death resistance under hypoxic conditions and a more invasive phenotype. Finally, we show that the activation of ERK is more prominent in malignant glioblastomas exposed to hypoxia than in low grade astrocytic glial tumors.</p> <p>Conclusion</p> <p>Our study suggests that activation of ERK plays a pivotal role in death resistance under chronic hypoxia and phenotypic changes related to the invasive phenotype of HRT98G cells compared to parent cells.</p

The scope for pavement porters: addressing the challenges of last-mile parcel delivery in London

The UK parcel sector generated almost £9 billion in revenue in 2015, with growth expected to increase by 15.6% in 2019 and is characterized by many independent players competing in an ‘everyone-delivers-everywhere’ culture leading to much replication of vehicle activity. With road space in urban centers being increasingly reallocated to pavement widening, bus and cycle lanes, there is growing interest in alternative solutions to the last-mile delivery problem. We make three contributions in this paper: firstly, through empirical analysis using carrier operational datasets, we quantify the characteristics of last-mile parcel operations and demonstrate the reliance placed on walking which can make up over 60% of the round time; secondly we introduce the concept of ‘portering’ where vans rendezvous with porters who operate within specific ‘patches’ to service consignees on-foot, potentially saving 86% in driving distance on some rounds; finally, we highlight the wider practical issues and optimization challenges associated with operating driving and portering rounds in inner urban areas