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CurtisRuima
ГостьMasterCard’s PayPass and American Express’ Express Pay have been implemented in select markets. What else does the future hold for contactless credit cards? The biggest impact could be seen in the form factor of credit cards. Much of the credit-card market is driven by personalized cards with images of the user’s favorite sports team, national parks and other graphics that create additional appeal. Without the restriction of the magnetic strip, credit «cards» could come in any shape, from keychain fobs to miniature toys or sculptures to coins that fit easily into a pocket. An RFID chip could even be sewn into a jacket sleeve or implanted into your hand. Ultimately, consumer acceptance will determine how the technology is adopted. For more information on blink, RFID and related topics, check out the links on the next page. Operating principles of RFID systems. Tutorial overview of inductively coupled RFID Systems.
Tired of all that time-consuming swiping? Credit cards using «contactless» technology allow users to pay for merchandise by holding the card near a special reader instead of swiping it or handing it to a clerk. The announcement of new «blink» cards by JPMorgan Chase & Co. marks the first push to introduce the cards to U.S. This technology is already in use to some extent in Europe and Asia. In this article, we’ll find out what sets blink cards apart, whether or not they are safe to use and why credit-card companies are so interested in this new technology. Speedpass is a small device on a keychain (called a fob) that users wave in front of the Speedpass logo on gas pumps. The cost of the gas is automatically deducted from the user’s Speedpass account. The new blink credit card is just like a regular credit card in many ways. It has the account holder’s name.
For instance, if the electric lines in your neighborhood run too close to the phone lines, the magnetic field produced by the electric lines can generate voltage in the phone lines. This voltage shows up as «noise» in the signal passing through the phone lines. Shielding and proper orientation of the lines can prevent this interference. For RFID devices such as blink cards, engineers have harnessed induction. Each blink card contains a small microchip as well as a wire loop. The blink terminal gives off a magnetic field in the area around it. When a blink card gets close enough, the wire loop enters the terminal’s field, causing induction. The voltage generated by the induction powers the microchip.
Without this process, called inductive coupling, each blink card would have to carry its own power supply in the form of a battery, which would add bulk and weight and could eventually run out of power. Because the power is supplied by the terminal, the blink system is known as a passive system. Once the blink card has power flowing to it from the terminal, the processor then transmits information to the terminal at a frequency of 13.56 MHz. Instruction sets built into the processor encrypt the data during transmission. In the next section, we’ll see if blink users need to be worried about security. Sending the credit-card data to a terminal via a radio signal might not seem very secure. But when the process operates properly, it’s actually more secure than using a magnetic-strip credit card. The information on a magnetic strip can be read, altered or duplicated using a variety of devices that have been available for years. The encryption built into a blink card make this particular form of theft impossible. Also, using the blink card allows the user to keep the card in his or her hand the entire time. This could prevent someone from seeing the account number and name on the card.
The account number embossed on the front of the card. On the back is a magnetic strip containing the account information, so the card can be used anywhere regular credit cards can be used. The key difference is inside the card. Embedded within the blink card is a small RFID (radio frequency identification) microchip. When the chip is close enough to the right kind of terminal, the terminal can get information from the chip — in this case, the account number and name. So instead of swiping the magnetic strip on the card through a standard credit-card reader, card holders simply hold their card a few inches from the blink terminal.
Even if the terminal is operating within the proper range of 4 inches, some people are worried that they could accidentally walk too close to a terminal and end up paying for someone else’s purchase. The simplest safeguard against this is probably merchants positioning the terminals in such a way as to make this unlikely. The worst case scenario involves someone getting their hands on a blink terminal and modifying it to increase the range. Potentially, someone could set up the terminal at a crowded location and collect the credit-card data of anyone who came within the terminal’s read range. This probably won’t be a concern at first, since few terminals will be available, but if the technology matures, blink terminals could fall into the hands of criminals. There is a way to protect blink cards from giving out their information to unauthorized terminals, either accidentally or due to criminal activity. If the card is placed in a sleeve lined with metal, it will not function.
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ГостьYou may only contact the consumer (defined as the person liable for the debt, their spouse, executor, administrator, or their parent — if they are a minor), the consumer’s attorney, a reporting agency, the creditor and their attorney, and a debt collection attorney. Make sure that you don’t tell other parties about the debt. If you have to contact a third-party to get information, such as an address, you may only state your name and that you are verifying contact information. When can you contact a consumer? The FDCPA states that a debt collector may not contact a consumer at an unusual time; though the act allows for a case-by-case judgment of this. Where can you contact the consumer?
Finally, you may not annoy, harass or abuse by calling the consumer repeatedly. Generally, your communications with the consumer should be professional and respectful. What types of misleading collection efforts are not permitted? As a debt collector you may not use false, misleading, or deceptive practices and information to obtain payment. Some examples include: falsely claiming, or implying to be an attorney, threatening legal action which isn’t intended, falsely implying to the consumer that they have committed a crime, using any name which isn’t the true name of your company, and falsely representing the amount, character, or legal status of the debt.
There is a Federal Law known as the Fair Debt Collection Practices Act. This law gives tremendous protection to people that are in debt. Many people think that they have to put up with phone calls, letters, and other harassing techniques from creditors. This is simply not true, especially if they have hired an attorney to represent them. The Fair Debt Collection Practices Act is a very powerful Federal Law. Cannot use harassing techniques. Cannot call at inconvenient times. Cannot call you at work, if your employer does not permit such calls. Cannot make threats or mislead you. Once you have hired a lawyer to represent you, all you have to do is tell the debt collector that you are represented by an attorney.
If you have any questions, please do not call me anymore. Please call Mr. Wasserstrum. He told me there is a Federal Law that prevents you from calling me once I have given you this information. I know that I am protected by the Fair Debt Collections Practices Act. You don’t have to answer any questions about whether or not you have paid us any money. Even if you have not paid us, if you intend to hire us, you have our permission to make the above statement to the bill collector. If you have any questions, please feel free to call our office. If someone is harassing you, don’t be upset. Simply ask that person for his/her full name and phone number. We can help you take action against that person if your rights are being violated. We might be able to get you $1000 each time your rights are violated. Therefore, don’t be afraid of debt collectors. Once you know what your rights are, you can be protected by the Federal Law.
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debt collection law ncГостьThough not a drastic change from 1939, this facelift was sufficiently thorough to make the cars look much newer. Wheelbase was 113 inches, up from 1937-39’s 112.3. Master 85 returned from ’39 as the cheaper Chevy, with Master DeLuxe above it. Each offered business coupe, two-door town sedan, and four-door sport sedan; the 85 also listed a woody wagon, the DeLuxe line a sport coupe. A new top-line Special DeLuxe series had all these plus Chevy’s first true convertible coupe, which was quite successful (nearly 12,000 model-year sales). Model-year production soared from some 577,000 to nearly 765,000 as Chevrolet bested Ford by over 220,000 cars. The gap widened to more than 300,000 for 1941 as Chevrolet scored its first million-car model year.
These and other ideas gained impetus with the June 1946 arrival of Cadillac chief Nicholas Dreystadt to replace M.E. Coyle as Chevrolet general manager. Dreystadt also encouraged a forceful engineering program that would ultimately breathe new life into a make that had acquired a respectable but stodgy image. Unfortunately, he died after just two years in office, and his successor, W.E. Armstrong, resigned early because of illness. Then came Thomas H. Keating, who continued Dreystadt’s policies. Soon after he took charge, Edward N. Cole came over from Cadillac to be Chevy chief engineer. Their first order of business was to make Chevys look more «with it.» In a happy bit of timing, GM had scheduled most of its all-new postwar models for 1949, and Chevy’s were among the best. Though wheelbase was actually cut an inch, to 115, the cleanly styled ’49s contrived to look much longer than the 1946-48 models.
Along with more-streamlined styling, 1934 brought new «Knee-Action» independent front suspension (IFS) to Master models, Bill Knudsen’s last major decision before leaving Chevy in October 1933. According to writer Karl Ludvigsen, engineer Maurice Olley tried to discourage Knudsen from using it, saying there weren’t enough centerless grinding machines in America to produce all the coil springs. Knudsen replied this was just what the machine-tool industry needed to get back on its feet. Still, he limited the new suspension to the one line. Knee-Action wasn’t universally liked, so Standard/Master retained solid front axles through 1940, after which all Chevys had IFS. The 1935s were the last Chevys with any styling kinship to the «classic» era.
Master DeLuxe added an inch of wheelbase to suit sleeker new bodies with Vee’d windshield, streamlined fenders, and a raked-back radiator with cap concealed beneath the hood, then an innovation. Also new was the corporate all-steel «Turret Top» construction without the traditional fabric roof insert. Modernization continued for 1936 as Chevrolet adopted still-rounder styling of the streamlined school, highlighted by die-cast «waterfall» grilles, steel-spoke wheels (wires remained optional), and sleeker fenders. As ever, Chevy relied on extra features to win sales from Ford. A big plus for ’36 was hydraulic brakes, which Ford wouldn’t offer until 1939 (thanks mainly to old Henry’s stubbornness). Chevy was also quicker than Ford to drop body styles without roll-up windows, abandoning both roadsters and phaetons for 1936. The two series became more alike, as both used the 80-bhp 206.8-cid Stovebolt. The redesigned 85-bhp engine of 1937 made Chevrolet particularly well equipped for the sales battle. However, styling became rather dull, as it did for other GM cars, with skinny, uninteresting grilles and high, bulky bodies that looked clumsy next to the increasingly streamlined Fords. Despite that, Chevy regained production supremacy for model-year ’38, and until the ’90s, at least, rarely surrendered it to Dearborn. The 1941 ChevroletSpecial Deluxe is shown here. Renewed competitiveness was evident in an expanded 1940 line with what Chevy called «Royal Clipper» styling.
Like all 1942 Detroit cars, rarity has since rendered these Chevys coveted collector’s items. Strikes and material shortages hampered GM’s postwar production startup, allowing Ford to outpace Chevy for ’46. But Chevy was again «USA-1» for 1947-48 even though it followed most other makes (Ford included) by offering slightly modified ’42s. The few differences involved grille treatments, medallions and other exterior trim. Models and specifications stood pat, but now Stylemaster and Fleetmaster names came in. Meanwhile, Chevy contemplated a smaller companion model evolved under a program called «Cadet.» Though different configurations were considered, the final prototype was an orthodox four-door sedan with smooth «bathtub» styling, 108-inch wheelbase, and a scaled-down Stovebolt Six. Ford reached the same conclusions at about the same time. Still, the Cadet is significant as the first application of engineer Earle S. MacPherson’s simple, effective strut-type front suspension, today almost universal among small cars. Ford would be the first to use it in production, however, as MacPherson went to Dearborn soon after the Cadet project was Вcancelled. If production Chevys didn’t change much in this period, management did, and new models were floated for the future: sports cars, hardtop-convertibles, all-steel station wagons.
Prices were attractively low: $495-$685. The 1930-33 Chevys carried a different series name each year: in order, Universal, Independence, Confederate, then Eagle (deluxe) and Mercury (standard). This practice was ended for 1934, when models were grouped into Master and Standard lines. Master tacked on the «DeLuxe» handle for ’35, and Standards became Masters for 1937-39. The ’33s, with their skirted fenders and graceful lines, were perhaps the most-attractive Chevrolets of the decade. Body styles proliferated, and by 1932 included such exotics as a $625 landau phaeton. The 1933 Eagles offered many features designed to win buyers from Ford: a Fisher body with «No-Draft Ventilation» front-door ventwing windows, airplane-type instruments, Cadillac-style hood doors, a cowl vent, synchromesh transmission, selective free-wheeling, safety plate glass, adjustable driver’s seat, even an octane selector. Many of these also appeared on the standard Mercury models. Chevy fared well in this period despite the prevailing Depression. Production outpaced Ford’s each year in 1931-33, bottoming to 313,000 units for ’32, but recovering to 486,000 for ’33. Volume then soared to nearly a million by 1936, though Ford was nearer.
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