Drivers in Washington, D.C., today, beware. The city has a new digital dragnet and drivers who block the box, fail to yield to pedestrians, or take overweight trucks onto residential streets could be ticketed at close to 100 new locations throughout the city.
Automated traffic enforcement is so much more than just one camera at a stoplight. “These are contractors, hired by the cities, to set up the cameras, maintain them and also submit all that data to the police departments,” says Mark Takahashi, automotive editor with Edmunds.com.
And it’s the cost of installing these systems, which can use radar, video cameras and even lasers to track violators, as well as wrangling with the contractors who maintain them, that can be a deterrent. Some cities, Takahashi says, wanted to make intersections safer by extending the duration of the yellow light before it turns red. But he says they were prevented by their contracts with the maintenance firms. “They weren’t allowed to extend that yellow light period,” he says, “because it would impinge on their earnings.”
Takahashi say some cities, like LA, have decided the systems are just too pricey to continue.
Washington, where new cameras have been flagging drivers with warnings for about a month, will begin issuing tickets for everything from failing to yield to pedestrians to driving oversized vehicles in restricted areas. City officials declined to speak Friday about the program.
Traffic cameras, says Russ Rader with the Insurance Institute for Highway safety, should be about safety, not about revenue. And he says, urban planners should also keep in mind the financial realities the cameras bring. One red light camera, at one intersection, says can run $100,000. So when it comes creating budgets, municipalities should realize the cameras have diminishing returns. “Cities should not depend on camera revenue to fund programs indefinitely. Because as the cameras work, to change driver behavior, the revenue falls,” he says.
But cities are still trying to collect where they can.
John Townsend, public affairs manager for AAA's mid-Atlantic region, says there needs to be greater transparency about the kind of tickets imposed. The cameras are designed, he says, to stop the most serious violations. “This is why you have such a high buy-in rate for these programs,” he notes, but that’s not why most people get tickets. He says in many systems, drivers are flagged for illegal turns or going past an intersection's stop line.
Less than five percent of all crashes in the country occur when people make turns on red, notes Townsend. “If that’s what you’re going to use your device for then tell people,” he says.
Rader says research shows the cameras are have been proven effective at getting drivers to stop running red lights. But Takahashi says that research isn’t solid. While in some cases he agrees that fatalities have dropped, he says the cause isn’t clear. He says, aside from arousing ire in drivers around the country, who voice their annoyance on Twitter, Meetup and Facebook, without a police officer to physically hand out tickets, the cameras simply aren’t strong deterrents. Drivers, he notes, may run a red light, but not receive a ticket in the mail for weeks. Nothing to compare, he says, with that “sinking feeling in your gut when you see a police officer on the other side of the intersection.”
A REVOLT AGAINST BORING ROWN AND PUKE GREEN
Resist the urge to avert your eyes and take a look at this kitchen.
It’s very likely a 40-year-old kitchen. You can probably tell just by looking. How?
“Avocado Green,” explains Leatrice Eiseman, executive director of the Pantone Color Institute. “And Harvest Gold.”
Those were the colors of the 70’s, with a nice helping of brown. “It was all so pervasive in that time,” Eiseman says – without derision, notably.
In the early eighties, the dominant color scheme was mauve, gray, and turquoise. Back then, color trends were virtually “dictatorial,” says Eiseman, “everyone marched to the same drummer.”
Then, consumers revolted.
“Of course, what happened in the mid 80’s was you couldn’t sell anything avocado or harvest gold because people had really OD’d on that color scheme.” She says it had a lot to do with women.
“You had this empowerment of women saying I don’t want to do what’s prescribed anymore, I want to do my own thing -- I’m doing it with my skirt length I’m going to do it with color as well," Eiseman says.
A MOVE TO ORGANIC TRENDS INSPIRED BY FASHION
Trends arise more organically these days, and a major place to start is the runway.
“Designers don’t follow trends, we start them,” says Nicholas Petrou of PetrouMan. At his Bleecker Street showroom, he produces some of the burgundy, ochre and, gold earth tones associated with his next collection, which he calls “Nomad.”
“Traveling is a big part of who we are today, so many people travel, and nomads are the best example so I’m interested in that.”
If Petrou has successfully hit on a collective cultural nerve, his colors might be seen elsewhere. The measure of a color trend is whether it makes it from the runway into more durable products in the years that follow.
Jane Harrington Durst manages automotive paints for PPG Industries, which supplies paint for everything from ships to cellphones. “In the late 90s,” she says, “Ralph Lauren made a big splash with dark greens in fashion and interior design, and many of the American Automotive designers [then] had a version of deep hunter green.”
WE’RE MORE COMPLICATED THAN FASHION
Obviously it doesn’t all boil down to fashion. In the 2000s, Apple had a major influence in color trends.
“That clean white that we saw in a lot of Apple products in the 2000s became really popular," says Dee Schlotter, national color marketing manager for PPG Architectural Coatings. She says Apple captured a spirit of unwinding, serenity, and de-cluttering. “There are a lot of societal influences in why [consumers] react to colors at a certain time,” says Schlotter.
“During the recession, the colors we saw were all gray -- from walls to pillows to bedding. Even in fashion, we saw gray went into summer, which it doesn’t do.” After the recession, Schlotter says there was a reactive “explosion of color.”
TODAY’S TRENDS AND TREND SPOTTERS
Spotting a color trend and bringing it to market in the modern age is part science and part curation.
“You still have to give consumers a pattern to follow so to speak, or else there would be mass confusion,” says Pantone’s Eiseman. “So when those of us who are forecasters are working on a forecast, what we do is think in terms of more than one palette.”
Forecasters now provide palettes that cater to different predominant attitudes.
“We are thinking in terms of different lifestyles and how those lifestyles can best be served by certain color combinations and looks," she says.
But that still means looking everywhere to track what color schemes are on the up and up.
“It’s almost like my antennae start to quiver, and I see certain colors on the ascendancy, on the rise. We might see it in a concept car, a high end coffee maker, or it can come from a hot new film.”
Pantone’s color of the year for 2014 is Radiant Orchid. PPG’s is Buttercream Yellow.
Don’t worry, though. The Harvest Gold and Avocado Green combo isn’t coming back anytime soon.
Lots of companies, especially in big cities, have plans that let workers put aside pre-tax money for transit. Starting January 1, a change in the tax code will lower the amount they can put aside by more than 45 percent, costing the heaviest users more than $1,000 a year.
It amounts to a small cut in public support for transit -- the public policy equivalent of an insult to Mom and apple pie.
"Taking public transportation is good for everyone," says Robertson Williams from the Tax Policy Center in Washington, DC. "It takes cars off the road. It reduces pollution. It reduces transit times for almost everyone."
So people like Williams get annoyed that this transit tax break gets reduced, but a corresponding break for parking gets a little bump up.
One survey shows the transit benefit does get people on buses and subways: About a fifth of those who signed up said they’d previously driven to work.
The maximum amount you can set aside is dropping from $245 a month to $130, which some riders may not even notice: A monthly pass on the New York subway only costs $112. People with long rides on commuter trains will feel the hit.
The Association for Commuter Transportation, which is supported by companies that administer the transit-benefit program, wants the tax break extended. Jason Pavluchuk, a lobbyist for the group, says he doesn't get pushback on policy. However, getting Congress to act can take heavy lifting. "People aren’t, you know, marching on Washington to have their transit benefits," he says.
The Formula One racing legend was critically injured Sunday when he hit his head while skiing in France. Doctors are "working hour by hour" to save him, but can't predict what will happen. At his peak a decade ago, Schumacher was among the most famous and highest-paid athletes in the world.
On Tuesday, Michael Bloomberg ends his three terms as mayor of New York City. His 12 years in office were groundbreaking, locally and globally.