The plan to fix it is the carpool or HOV lane stickers that EVs can use for four years and not renew.

The idea is that people will buy their way into the carpool lane and then when the car is four years old and has lots of usable life on it, it will be substantially less valuable as it can't go into the carpool lane without multiple people being in the car, encouraging people to dump zero emission cars for cheap making them affordable to lower income people.

When the clean air act was passed California had some of the worst air in the world much like places like India and Pakistan have today. Now Californians expect our air quality to be good or excellent most days.

This is more about having some of the worst air quality in the world. Smoking two packs a day in Los Angeles is probably about the same health effect being outdoors in New Delhi. The horrific air pollution from the California and Canadian wildfires... Not nearly as bad as the normal air quality in New Delhi on many days.

It depends on what the pollution standards were for cars in India 15 years ago. Specifically thinking about the Tata Nano which I can see them wanting to phase out.

Think cars that were sold in India in 2010. Not Europe and North America. Cars sold today in India are much closer to what are sold in the rest of the world.

There is in Connecticut, Virginia, Mississippi, and Rhode Island which all charge between two and four and a half percent of the value of the car each year, whether it's registered or not. AI's try and claim that states that have vehicle registration fees based on the value of the car have a property tax, but that isn't a property tax as you can file a non operation certificate in California and not drive your car on public roads and not pay anything.

May this get the elusive rating of (Score:5, Troll)

That's because in many companies the primary purpose of tests is so that you can tell auditors and hence customers that your code has x% test coverage. With AI you can hit that checkbox of 100% test coverage with AI tests that are meaningless, but allow you to get the auditor seal of approval that you have good test coverage.

F5s can be managed from the command line and can have their configs checked into code. F5 even offically supports ansible for managing it https://clouddocs.f5.com/produ...

So, it certainly can be managed from a cron job.

This ^

And the more complicated the more you want things to be fully automated. Manual enterprise deploys have about an 80% fail rate while automated deploys have a far less than 1% fail rate.

as for "you need to test your site after deploying a new certificate" If it is important enough to be paying someone to work on it, it should be monitored 24x7 anyways.

The biggest problem with the automated certificates is that the tooling around them is so good you have people who set them up and are in charge of them for years and never even figured out what a certificate is so that they have no clue where to start if something breaks. Then again, I frequently delete a computer instead of fixing it. So, maybe it isn't as big of an issue that I'm thinking it is.

I typically use zero SSL for important sites as letsencrypt has a rate limit that if you accidentally make a mistake and exceed can cause your certificates to not be renewed.

For most management tools it is a two line change to move from letsencrypt to zerossl, (change the endpoint you are hitting and your key) and it was fairly cheap to not risk hitting the rate limit. But, there are lots of options for ACME compatible certificate signers beyond just Mozilla's Let's Encrypt.

My quick reading of it looks like this is the max age that a browser will accept.

Any enterprise not using Automatic Certificate Management Environment (ACME) really needs to think about shifting to modern encryption infrastructure. Humans and AIs make mistakes and having an expired certificate because of human or AI error that causes your site to stop accepting traffic, if you have an enterprise level site, is ridiculous. If this causes any extra work for you, you're doing it wrong.

For most things at least they are consistent in their reviews.

Cars on the other hand CR has a history of changing the results and testing methodology until they get the results they want.

The Suziki Samari was disliked by CR so they modified the test dozens of times to get it to roll over. Initially for Driver assistance how well the system did about warning the driver and centering the car in the lane was almost 70% of the score, as they started to be more and more anti Tesla Autopilot they dropped the performance part of the score down to about 10% and other things like how easy it is to know if it is safe to use started to be more. of the. calculatoin.

I'm genuinely curious. That has proven to be one of the hardest things to do since landline phones and people answering them stopped being nearly universal in the US.

Almost every survey I've seen has had dubious data massaging trying to get the numbers to match reality.

And only applied to books, maps, and other things that were expensive to produce. Newspapers were originally not copyrightable.

I can see the argument that limiting copyright to anything that costs over $100k to produce would be in keeping with the spirit of the original copyright law.

So, entering an intersection if you can't clear it is the ticket, but you aren't ticketed unless it turns red. It's what people get ticketed for in San Francisco https://leginfo.legislature.ca...

The problem with this is that when the early waymo cars followed the law exactly the other drivers wouldn't yield to them and they couldn't make left hand turns and frequently got stuck because ALL the other vehicles were breaking the law.

Traffic enforcement is very lax. In California, if you are in the intersection when the light turns red you are guilty of running a red light. If traffic laws were enforced and speeding tickets handed out for 1 mph over the limit (do it five times and you lose your license) The percentage of drivers who would be ticketed would be close to 100%.

I don't think of myself as a particularly safe driver. I accelerate faster than necessary, drive in the fast lane with the flow of traffic, have driven fast enough to hydroplane my car several times, and do a handful of other things that are not the safest. Yet, my Tesal safety score put me in the 97th percentile of safest Tesla drivers. The average driver doesn't follow traffic laws and self driving cars have to navigate in that environment.