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overall speed, engine rpms, brake status, and its throttle position The data collected by currently available EDRs remains saved in the device for approximately 60 days for the average driver, or until a subsequent serious accident or other event erases the data It cannot be erased otherwise (with the exception of intentional destruction) To make it easier to download data from the scene of an accident, GM partnered with Vetronix Corporation to produce a decoder that downloads the data from the automobile As of this writing, at least four state trooper organizations have purchased the Vetronix decoder for highway use6 In order to avoid the manual, on site, method of data collection, however, Dr Ricardo Martinez, a former NHTSA administrator, has proposed to create a Global Safety Data Vault through which the data from the EDRs will be downloaded automatically through telematic systems like those already in exi~tence.

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C#.NET PDF-417 Generator SDK Tutorial tells users how to generate 2D PDF-417 Barcodes in .NET Framework with C# class.

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~ Although such a plan would doubtless prove controversial, the present future of EDR use appears secure Ford and Toyota have apparently signed agreements with RennebergWalker and Vetronix-presently the industry s leading EDR decoders-to supply EDR decoders in their new cars The type of data collected by on-board sensors could readily be increased For example, Dr Martinez has suggested that data collection could easily be expanded to include any data that could be gleaned from electronic sensors already installed on the vehicle 8Dr Martinez was referring to the tire pressure data, telemetric data (currently used to contact emergency services), the functioning of antilock braking systems, electronic suspension information, and the routine diagnostic information used by mechanic^^ Although car manufacturers claim EDRs help their engineers refine on-board safety systems, privacy advocates (such as the American Civil Liberties Union) decry their use, claiming the devices unfairly erode personal privacy.

One of the most important contributions of Grids to supporting large-scale collaboration is the uniform Grid entity naming and authentication mechanisms provided by the GSI. However, for this mechanism to be useful, the collaborating sites/organizations must establish mutual trust in the authentication process. The software mechanism of PKI, X.509 identity certi cates, and their use in the GSI through Transport Layer Security (TLS)/Secure Sockets Layer (SSL) [54], are understood and largely accepted. The real issue is that of establishing trust in the process that each CA uses for issuing the identity certi cates to users and other entities, such as host systems and services. This involves two steps. First is the physical identi cation of the entities, veri cation of their association with the VO that is issuing identity certi cates, and then the assignment of an appropriate name. The second is the process by which an X.509 certi cate is issued. Both these steps are de ned in the CA policy. In the PKI authentication environment assumed here, the CA policies are encoded as formal documents associated with the operation of the CA that issues your Grid identity credentials. These documents are called the Certi cate Policy/Certi cation Practice Statement, and we will use CP to refer to them collectively. (See Reference [66].)

As a consequence of these on-going concerns, the NHTSA commissioned a panel of experts that included members of the industry, academia, and the government to study EDRs The panel concluded in its 2001 report that EDRs would profoundly impact highway safety by allowing for better design of occupant protection systems and improved.