The National Conference of State Legislatures has an excellent resource for anyone trying to keep track of state breach disclosure laws:
At least 43 states, the District of Columbia and Puerto Rico have enacted legislation requiring notification of security breaches involving personal information.
Arizona | Ariz. Rev. Stat. § 44-7501 (2007 S.B. 1042, Chapter 23)
Arkansas | Ark. Code § 4-110-101 et seq.
California | Cal. Civ. Code § 1798.82
etc.
Rebecca Herold picked up a humorous story about HIPAA in her Realtime IT Compliance blog:
The robbery note was written on the back of a doctor’s stationery, and it had the name and address of the suspect. The police went to the address a little later in the day and indeed found the robber.
The police are quoted as concerned about HIPAA rules. Rebecca attempts to set them straight by pointing out that police are not considered a covered entity. After all, when was the last time you went to the police for health care? But seriously, would it not be nice to know police care about maintaining the privacy of your personal health information even if you are a suspected robber?
I know, I should be excited about fuel cells. The Governor of California says it is important, but I honestly do not see them playing any significant role for many decades to come. The AP has posted a story that includes the bad news with the good:
The biggest obstacles standing in the way of wider adoption of fuel cell vehicles are cost and the dearth of hydrogen fuel stations. For the Clarity’s release in California, Honda said it received 50,000 applications through its website but could only consider those living near stations in Torrance, Santa Monica and Irvine.
Initially, however, the Clarity will go only to a chosen few starting July and then launch in Japan this fall.
California Gov. Arnold Schwarzenegger has called for a statewide network of hydrogen stations, but progress has been slow.
No kidding. He might as well have called for statewide adoption of unicorns. Where are these expensive hydrogen stations going to come from? Big oil? Energy companies? Ha.
The state has also recently relaxed a mandate for the number of zero-emission cars it aims to have on roads. By 2014, automakers must now sell 7,500 electric and hydrogen fuel cell vehicles, a reduction of 70 percent.
Talk is cheap, obviously. Why reduce the pressure for demand? Hydrogen is a pipe dream since it requires a massive investment in infrastructure technology that does not even exist yet. Diesel, on the other hand, could achieve similar results with technology that is present today and does not require a change of heart for the oligopoly of big energy companies. Perhaps I should say oil-gopoly?
The US energy department paints a pessimistic picture for hydrogen fueling stations:
If hydrogen were priced to provide cost parity with conventional vehicles, most hydrogen infrastructure stakeholders could turn a profit in the long run, but break-even would not be achieved for many years.
Unconventional approaches are needed to improve capacity factors and reduce the capital cost of the hydrogen infrastructure, especially in the early years of infrastructure development.
Here is a real shocker, for example:
Utilizing existing excess hydrogen capacity can result in significant capital investment reductions in the early years. These cost reductions need to be examined on a regional basis, for example, in the Midwest, 50 percent of the population is within 100 miles of an existing hydrogen plant.
If you want the fuel, you will have to live in low-value industrial regions like those favored by giant chemical plants (e.g. ammonia). Sound like a good trade-off to you? Do you want to live next to an oil refinery to get petroleum into your car? No, of course not. Again, diesel needs only natural sources of oil such as plants, animals and minerals nearby. Imagine living near a forest, or restaurants, or a coast-line with algae, or even a desert with algae for that matter. I see the hydrogen generation/transportation problems many decades away from being solved, or presenting a suitable model.
The first year of the LMP1 class win was a wonderful story, the second year a “told you so”…the third year was “anyone still doubt the future of diesel“…and now the news is almost not news anymore. Diesel engines should be the future of mobile power-plant technology in 2010 the way PCs were the future of computing in the 1980s. USA Today reports that Audi continues to leave gasoline in its dust:
Audi and Peugeot completed a record of more than 3,200 miles around Circuit de la Sarthe in France, a trip which 55 cars began but only 20 finished. The lead Audi and Peugeot, both diesel-powered LMP1 prototypes, were never separated by more than a lap, thrilling a record 258,000 fans.
The top cars are diesel. Way to go Audi R10 TDI!
It is a 5.5 L (335.6 cu in) all-aluminium twin-turbo 90° V12 engine, with common rail direct fuel injection of more than 1600 bar (23,206 psi). Its output should be 485 kilowatts (650 hp) (regulated) and 1,100 N·m (811 ft·lbf) of torque, and its usable power band is between 3000 and 5000 rpm. Its benefits are a broad range of usable power, high torque and economy.
Two Garrett TR3076R turbochargers limited by the regulations to 2.94 bar (42.64 psi) absolute breathe through two 39.9 millimetres (1.57 in) intake air restrictors. It uses the latest Bosch Motronic (MS14) management, provided by Bosch Motorsport, 1600 bar piezo injectors, and makes a low noise for a race car. It can be difficult to hear the R10 on a track when other cars are present because of the much lower noise level.
Economy and silence in a super-power diesel race car! Amazing stuff. This is not your grandmother’s diesel.