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Target Market: “This is the largest growth in the history of humans”
Due to the universality of computing, all computers products would benefit from Dewdrop. Again, Microsoft acknowledged recently (quoted above) as measured by CVE-s, 70% of the problem is just memory safety. Dewdrop solves this out of the box.
Industrial Internet of Things: '“Industrial Internet” has the potential to add $10 to $15 trillion (with a “T”) to global GDP over the next 20 years'
Applications in medical, automotive, banking, security, aerospace, military, etc. have a more pressing need and therefore may have a more acute awareness of the value Dewdrop provides. Some groups are putting serious resources into this problem: https://blogs.nvidia.com/blog/2018/05/23/xavier-architected-for-safety/
Automotive safety isn’t a box you check. It’s not a feature. Safety is the whole point of autonomous vehicles. And it starts with a new class of computer, a new type of software and a new breed of chips.
Safety is designed into the NVIDIA DRIVE computer for autonomous vehicles from the ground up. Experts architect safety technology into every aspect of our computing system, from the hardware to the software stack. Tools and methods are developed to create software that performs as intended, reliably and with backups. Stringent engineering processes are developed to ensure no corners are cut….
Xavier’s safety architecture was created over several years by more than 300 architects, designers and safety experts who analyzed over 150 safety-related modules. With Xavier, the auto industry can achieve the highest functional safety rating: ASIL-D.
The Industrial Internet of Things (IIoT) market exhibits several properties that make Dewdrop quite relevant: lack of an established installed base, destructive potential of industrial computers, lack of ability to easily update software. http://www.forbes.com/sites/gilpress/2014/08/22/internet-of-things-by-the-numbers-market-estimates-and-forecasts/
Bryzek mentions new forecasts regarding the IoT opportunity, with GE estimating that the “Industrial Internet” has the potential to add $10 to $15 trillion (with a “T”) to global GDP over the next 20 years, and Cisco increasing to $19 trillion its forecast for the economic value created by the “Internet of Everything” in the year 2020. “This is the largest growth in the history of humans,” says Bryzek.
These mind-blowing estimates from companies developing and selling IoT-related products and services, no doubt have helped fuel the media frenzy. But what do the professional prognosticators say? Gartner estimates that IoT product and service suppliers will generate incremental revenue exceeding $300 billion in 2020. IDC forecasts that the worldwide market for IoT solutions will grow from $1.9 trillion in 2013 to $7.1 trillion in 2020.
One constraint on our ability to address this market is that Dewdrop requires a 64-bit machine and most of the Internet of Things is 32-bit machines. However this constraint is due to power usage and much of the Internet of Things, in particular, much of the Industrial Internet of Things, will be plugged into the grid, which should largely mitigate this constraint.
While Dewdrop is a direct threat to some companies, it is also complementary and therefore beneficial to many other technologies: we are not replacing any functionality provided by their device, we are just making it better. Western Digital claims to be shipping 1 billion RISCV devices a year and Dewdrop simply enhances the value of those products; further, Seagate is not going to want to be left behind if their competitor starts offering Dewdrop-enabled products.
Could it become a tort to not use Dewdrop?
An unprecedented legal storm fast approaching
The security issues go beyond the physical effects of someone hacking a car. Ultimately, who’s responsible?
"A tidal wave of litigation over defective IoT cybersecurity is just over the horizon," said IJay Palansky, a partner at law firm Armstrong Teasdale.
If the plaintiffs win, the lawsuit could have serious implications for all automobile manufacturers. As of 2016, software-related recalls were responsible for some 15 percent of all vehicle recalls, and a number that has been climbing rapidly over the past decade. The question that this lawsuit may help clarify is how soon automakers must disclose potential safety issues created by software bugs.
This is especially important in the case of transient software bugs like those responsible for the Pacificas’ stalling, which are extremely difficult to find and may not show up in the vehicles’ diagnostic systems. As software use in vehicles increases, further hard-to-replicate software-induced problems will occur, many potentially creating a crash risk. It may be time for the National Highway Transportation Safety Administration to revisit its recall process, which was developed with hardware defects in mind to take into account the unique automotive safety challenges that software errors pose.