French actor Depardieu gets Russian passport

MOSCOW (AP) — The day after receiving his new Russian passport from President Vladimir Putin, French actor Gerard Depardieu flew Sunday to the provincial town of Saransk, where he was greeted as a local hero and offered an apartment for free.

Depardieu had sought Russian citizenship as part of his battle against a proposed super tax on millionaires in France.

Putin granted his request last week and then welcomed the actor late Saturday to his residence in Sochi, the host city of the 2014 Winter Olympics. Russian television showed the two men embracing and then chatting over supper, discussing a soon-to-be-released film in which Depardieu plays Russian monk Grigory Rasputin.

Depardieu flew Sunday to Saransk, a town about 500 kilometers (300 miles) east of Moscow, where he was met at a snow-covered airport by the governor and a group of women in traditional costume singing folk songs. He flashed his new passport to the crowd before setting out on a tour of the town.

The governor invited Depardieu to settle in Saransk and offered him an apartment of his choice, according to reports on state television.

Depardieu has not said where he would take up residence in Russia, only that he did not want to live in Moscow because it is too big and he prefers a village.

The Frenchman has spent a fair bit of time in Russia in recent years, including for the filming of the French-Russian film “Rasputin,” and he expresses an admiration for Putin. But it is Russia’s flat 13 percent income tax that appears to be the biggest draw at the moment as he flees high taxes in France.

France’s new Socialist government tried to raise the tax on income above €1 million ($ 1.3 million) to 75 percent from the current 41 percent. That plan was struck down by the highest court, but Budget Minister Jerome Cahuzac said Sunday that the government is reworking the law so the superrich will still be asked to pay an elevated rate. He said the government is also considering putting the new tax in place for longer than the two years initially imagined.

“I find it a bit pathetic that for tax reasons this man — whom by the way I admire infinitely as an actor — has decided to exile himself,” Cahuzac said.

___

Sarah DiLorenzo in Paris contributed to this report.

.

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Despite New Health Law, Some See Sharp Rise in Premiums

Health insurance companies across the country are seeking and winning double-digit increases in premiums for some customers, even though one of the biggest objectives of the Obama administration’s health care law was to stem the rapid rise in insurance costs for consumers.

Bob Chamberlin/Los Angeles Times

Dave Jones, the California insurance commissioner, said some insurance companies could raise rates as much as they did before the law was enacted.

Particularly vulnerable to the high rates are small businesses and people who do not have employer-provided insurance and must buy it on their own.

In California, Aetna is proposing rate increases of as much as 22 percent, Anthem Blue Cross 26 percent and Blue Shield of California 20 percent for some of those policy holders, according to the insurers’ filings with the state for 2013. These rate requests are all the more striking after a 39 percent rise sought by Anthem Blue Cross in 2010 helped give impetus to the law, known as the Affordable Care Act, which was passed the same year and will not be fully in effect until 2014.

 In other states, like Florida and Ohio, insurers have been able to raise rates by at least 20 percent for some policy holders. The rate increases can amount to several hundred dollars a month.

The proposed increases compare with about 4 percent for families with employer-based policies.

Under the health care law, regulators are now required to review any request for a rate increase of 10 percent or more; the requests are posted on a federal Web site, healthcare.gov, along with regulators’ evaluations.

The review process not only reveals the sharp disparity in the rates themselves, it also demonstrates the striking difference between places like New York, one of the 37 states where legislatures have given regulators some authority to deny or roll back rates deemed excessive, and California, which is among the states that do not have that ability.

New York, for example, recently used its sweeping powers to hold rate increases for 2013 in the individual and small group markets to under 10 percent. California can review rate requests for technical errors but cannot deny rate increases.

The double-digit requests in some states are being made despite evidence that overall health care costs appear to have slowed in recent years, increasing in the single digits annually as many people put off treatment because of the weak economy. PricewaterhouseCoopers estimates that costs may increase just 7.5 percent next year, well below the rate increases being sought by some insurers. But the companies counter that medical costs for some policy holders are rising much faster than the average, suggesting they are in a sicker population. Federal regulators contend that premiums would be higher still without the law, which also sets limits on profits and administrative costs and provides for rebates if insurers exceed those limits.

Critics, like Dave Jones, the California insurance commissioner and one of two health plan regulators in that state, said that without a federal provision giving all regulators the ability to deny excessive rate increases, some insurance companies can raise rates as much as they did before the law was enacted.

“This is business as usual,” Mr. Jones said. “It’s a huge loophole in the Affordable Care Act,” he said.

While Mr. Jones has not yet weighed in on the insurers’ most recent requests, he is pushing for a state law that will give him that authority. Without legislative action, the state can only question the basis for the high rates, sometimes resulting in the insurer withdrawing or modifying the proposed rate increase.

The California insurers say they have no choice but to raise premiums if their underlying medical costs have increased. “We need these rates to even come reasonably close to covering the expenses of this population,” said Tom Epstein, a spokesman for Blue Shield of California. The insurer is requesting a range of increases, which average about 12 percent for 2013.

Although rates paid by employers are more closely tracked than rates for individuals and small businesses, policy experts say the law has probably kept at least some rates lower than they otherwise would have been.

“There’s no question that review of rates makes a difference, that it results in lower rates paid by consumers and small businesses,” said Larry Levitt, an executive at the Kaiser Family Foundation, which estimated in an October report that rate review was responsible for lowering premiums for one out of every five filings.

Federal officials say the law has resulted in significant savings. “The health care law includes new tools to hold insurers accountable for premium hikes and give rebates to consumers,” said Brian Cook, a spokesman for Medicare, which is helping to oversee the insurance reforms.

“Insurers have already paid $1.1 billion in rebates, and rate review programs have helped save consumers an additional $1 billion in lower premiums,” he said. If insurers collect premiums and do not spend at least 80 cents out of every dollar on care for their customers, the law requires them to refund the excess.

As a result of the review process, federal officials say, rates were reduced, on average, by nearly three percentage points, according to a report issued last September.

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Report: Lance Armstrong weighing doping confession

Lance Armstrong reportedly is weighing confessing to using performance-enhancing drugs. (Thao Nguyen / Associated Press / February 15, 2011)

By Lance Pugmire

January 5, 2013, 7:11 a.m.

Lance Armstrong reportedly is weighing confessing to using banned performance-enhancing drugs and blood transfusions during his run of seven Tour de France titles.

Armstrong, who was stripped in October of his Tour titles and banned for life from competition by the U.S. Anti-Doping Agency, is pursuing the admission as a route to regain his eligibility to compete, the New York Times first reported Friday.

Armstrong’s attorney, Tim Herman, told the newspaper, “I suppose anything is possible. Right now, that’s not really on the table.”

Citing pressure from the cancer-fighting charity he helped create, Livestrong, Armstrong, 41, reportedly has held discussions with his longtime nemesis, USADA Chief Executive Travis Tygart, in an attempt to negotiate a lifting of the ban, one person told the New York Times.

Armstrong has competed in triathlons and running events since his lifetime ban took effect.

Efforts to reach Tygart and Armstrong’s representatives Friday night were not immediately successful.

The World Anti-Doping Code allows for lightened punishment for those who fully detail their doping protocol in a confession.

Armstrong lost a slew of endorsement deals after he was banned, and any confession would probably leave him in jeopardy of perjury accusations since he has given sworn statements denying he used banned substances in prior legal cases.

ALSO:

Kansas City Chiefs, Andy Reid in negotiations

Ray Lewis, once shunned by Disney, reportedly near ESPN deal

Rex Ryan tattoo: woman wearing Sanchez jersey, possibly 'Tebowing'

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Wired Science Space Photo of the Day: Colorful Lunar Mare

Galileo false-color image of the Mare Tranquillitatis and Mare Serenitatis areas of the Moon. The picture was made from four exposures taken during Galileo's second Earth/Moon flyby.

The colors are enhanced to highlight compositional differences.

Mare Tranquillitatis at left appears blue due to titanium enrichment. Orange soil in Mare Sarenitatis at lower right indicates lower titanium. Dark purple areas at left center mark the Apollo 17 landing site, composed of explosive volcanic deposits.

Red lunar highlands indicate low iron and titanium. Mare Serenitatis is roughly 1300 km across and North is at 5:00. The 95 km diameter crater Posidonius, centered at 32 N, 30 E, is at the middle of the bottom of the frame.

Image: NASA [high-resolution]

Caption: NASA

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Venezuela searches for fashion boss Missoni’s plane

CARACAS/MILAN (Reuters) – Venezuelan emergency services mounted a sea and air rescue mission on Saturday after a plane carrying fashion executive Vittorio Missoni went missing off the coast of Venezuela.

The plane carrying Missoni, 58, his wife, Maurizia Castiglioni, another couple and two Venezuelan crew members disappeared after taking off from the resort of Los Roques, an archipelago off the coast of Venezuela, Italian media said.

“It disappeared yesterday. They have been looking for it with helicopters and ships, but have not found anything yet. They are still searching for it this morning,” the Italian consul in Venezuela, Giovanni Davoli, told Reuters by phone.

Missoni is the oldest son of the founders of the fashion house famous for its exuberantly coloured knits, featuring bold stripes and zigzags. He is co-owner with siblings Luca and Angela, who handle the technical and design sides of the firm.

“The Missoni family has been informed by the Venezuelan consulate that Vittorio Missoni and his wife are missing, but we don’t know any more,” said Missoni spokeswoman Maddalena Aspes.

Other members of the Missoni family are travelling back to Italy from a holiday in France, Aspes said.

Missoni and his siblings took over managing the company from their parents Ottavio and Rosita in 1996, aiming to relaunch the brand to a larger, younger market as rivals Gucci and Burberry have done. Under Vittorio’s tenure, Missoni has opened hotels in Edinburgh and Kuwait and launched the Missoni Home collection.

By 2011, the brand’s appeal was wide enough for U.S. mass-market retailer Target to ask it to design a collection.

The brand will celebrate its 60th anniversary this year.

(Reporting by Jennifer Clark and Andrew Cawthorne; Editing by Louise Ireland)

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Scare Amplifies Fears That Clinton’s Work Has Taken Heavy Toll

Pool photo by Brendan Smialowski

Hillary Rodham Clinton with Field Marshal Mohamed Hussein Tantawi in Cairo in July.

WASHINGTON — When Secretary of State Hillary Rodham Clinton fractured her right elbow after slipping in a State Department garage in June 2009, she returned to work in just a few days. Her arm in a sling, she juggled speeches and a trip to India and Thailand with physical therapy, rebuilding a joint held together with wire and pins.

It was vivid evidence of Mrs. Clinton’s indomitable stamina and work ethic — as a first lady, senator, presidential candidate and, for the past four years, the most widely traveled secretary of state in American history.

But after a fall at home in December that caused a concussion, and a subsequent diagnosis of a blood clot in her head, it has taken much longer for Mrs. Clinton to bounce back. She was released from a hospital in New York on Wednesday, accompanied by her daughter, Chelsea, and her husband, former President Bill Clinton. On Thursday, she told colleagues that she hoped to be in the office next week.

Her health scare, though, has reinforced the concerns of friends and colleagues that the years of punishing work and travel have taken a heavy toll. Even among her peers at the highest levels of government, Mrs. Clinton, 65, is renowned for her grueling schedule. Over the past four years, she was on the road for 401 days and spent the equivalent of 87 full days on a plane, according to the State Department’s Web site.

In one 48-hour marathon in 2009 that her aides still talk about, she traveled from talks with Palestinian leaders in Abu Dhabi to a midnight meeting with Prime Minister Benjamin Netanyahu in Jerusalem, then boarded a plane for Morocco, staying up all night to work on other issues, before going straight to a meeting of Arab leaders the next morning.

“So many people who know her have urged me to tell her not to work so hard,” said Melanne S. Verveer, who was Mrs. Clinton’s chief of staff when she was first lady and is now the State Department’s ambassador at large for women’s issues. “Well, that’s not easy to do when you’re Hillary Clinton. She doesn’t spare herself.”

It is not just a matter of duty, Ms. Verveer and others said. Mrs. Clinton genuinely relishes the work, pursuing a brand of personal diplomacy that, she argues, requires her to travel to more places than her predecessors.

While there is no medical evidence that Mrs. Clinton’s clot was caused by her herculean work habits, her cascade of recent health problems, beginning with a stomach virus, has prompted those who know her best to say that she desperately needs a long rest. Her first order of business after leaving the State Department in the coming weeks, they say, should be to take care of herself.

Some even wonder whether this setback will — or should — temper the feverish speculation that she will make another run for the White House in 2016.

“I am amazed at the number of women who come up to me and tell me she must run for president,” said Ellen Chesler, a New York author and a friend of Mrs. Clinton’s. “But perhaps this episode will alter things a bit.”

Given Mrs. Clinton’s enduring status as a role model, Ms. Chesler said women would be watching which path she decides to take, as they plan their own transitions out of the working world.

“Do remember that women of our generation are really the first to have worked through the life cycle in large numbers,” she added. “Many seem to be approaching retirement with dread.”

For now, aides say, Mrs. Clinton’s focus is on wrapping up her work at the State Department. She would like to take part in a town hall-style meeting, thank her staff and sit for some interviews. But first she has to get clearance from her doctors, who are watching her to make sure that the blood thinners they have prescribed for her clot are working.

Speaking to a meeting of a foreign policy advisory board from her home in Chappaqua, N.Y., on Thursday, Mrs. Clinton said she was crossing her fingers and encouraging her doctors to let her return next week. “I’m trying to be a compliant patient,” she said, according to a person who was in the room. “But that does require a certain level of patience, which I’ve had to cultivate over the last three and a half weeks.”

While convalescing, Mrs. Clinton has spoken with President Obama and has held a 30-minute call with Senator John Kerry, Democrat of Massachusetts, whom Mr. Obama nominated as her successor.

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After Fiscal Deal, Tax Code May Be Most Progressive Since 1979

WASHINGTON — With 2013 bringing tax increases on the incomes of a small sliver of the richest Americans, the country’s top earners now face a heavier tax burden than at any time since Jimmy Carter was president.

The last-minute deal struck by the departing 112th Congress raised taxes on a handful of the highest-earning Americans, with about 99.3 percent of households experiencing no change in their income taxes. But the Tax Policy Center estimates that the average family in the top 1 percent will pay a federal tax rate of more than 36 percent this year, up from 28 percent in 2008. That is the highest rate since 1979, at least.

By some measures, the tax code might now be the most progressive in a generation, tax economists said, while noting that every American is paying a lower burden currently than they did then. In fact, the total federal tax rate is still vastly lower for the very rich than it was at any point in the 1940s through 1970s. It has risen from historical lows, but is still closer to those lows than where it was in the postwar decades.

“We made the system more progressive by raising rates at the top and leaving them for everyone else,” said Roberton Williams of the Tax Policy Center, a research group based in Washington. “The offsetting issue is that the rich have gotten a lot richer.”

Indeed, over the last three decades the bulk of pretax income gains have gone to the wealthy — and the higher up on the income scale, the bigger the gains, with billionaires outpacing millionaires who outpaced the merely rich. Economists doubted that the tax increases would do much to reverse that trend.

With the recovery failing to improve incomes for millions of average Americans and the country running trillion-dollar deficits, President Obama made “tax fairness” a centerpiece of his re-election campaign. In the heated negotiations with House Speaker John A. Boehner, that translated into the White House’s insistence on tax increases for the top 2 percent of households and a continuation of tax breaks and cuts for a vast number of taxpayers.

Republicans resisted increasing tax rates and aimed for lower revenue targets, arguing that spending was the budget’s primary problem and that no American should see his or her taxes go up too much in such a sluggish economy. But ultimately they relented, and Congress cut a last-minute deal.

“A central promise of my campaign for president was to change the tax code that was too skewed towards the wealthy at the expense of working middle-class Americans,” Mr. Obama said after Congress reached an agreement.

That deal includes a host of tax increases on the rich. It raises the tax rate to 39.6 percent from 35 percent on income above $400,000 for individuals, and $450,000 for couples. The rate on dividends and capital gains for those same taxpayers was bumped up 5 percentage points, to 20 percent. Congress also reinstated limits on the amount households with more than $300,000 in income can deduct. On top of that, two new surcharges — a 3.8 percent tax on investment income and a 0.9 percent tax on regular income — hit those same wealthy households.

As a result of the taxes added in both the deal and the 2010 health care law, which came into effect this year, taxpayers with $1 million in income and up will pay on average $168,000 more in taxes. Millionaires’ share of the overall federal tax burden will climb to 23 percent from 20 percent.

The result is a tax code that squeezes hundreds of billions of dollars more from the very well off — about $600 billion more over 10 years — while leaving the tax burden on everyone else mostly as it was. And the changes come after 30 years of both Republican and Democratic administrations doing the converse: zeroing out federal income taxes for many poor working families while also reducing the tax burden for households on the higher end of the income scale.

“Back at the end of the Carter and beginning of the Reagan administrations, we had a pretty severe income-tax burden for people at a low level of income. It was actually kind of appalling,” said Alan D. Viard, a tax expert at the American Enterprise Institute, a right-of-center research group in Washington. “Policy makers in both parties realized that was bad policy and started whittling away at it” by expanding credits and tinkering with tax rates.

After those changes and the new law, comparing average tax rates for poor households and wealthy households, 2013 might be the most progressive tax code since 1979. But economists cautioned that measuring progressivity is tricky. “It’s not like there is some scientific measure of progressivity all economists agreed upon,” said Leonard E. Burman, a professor of public affairs at Syracuse University. “People look at different numerical measures and they’ve changed in different ways at different income levels.”

Mr. Viard said that over time the code had become markedly more progressive for the poor compared with the middle class. But it arguably did not become much more progressive for the rich compared with the middle class, or the very rich compared with the rich, in part because of the George W. Bush-era tax cuts on investment income.

An anesthesiologist who earns a $500,000 salary subject to payroll and income taxes might pay a higher tax rate than a hedge fund manager making $1 billion subject mostly to capital-gains taxes, for instance.

Economists are also divided on the ultimate effect of those tax increases on the wealthy to income growth and income inequality in the United States. The recession hit the incomes of the rich hard, but they have snapped back much more strongly than those for middle or low-income workers.

“I’d still rather be really rich, even if I’m getting taxed much more than a low-income person” would be, Mr. Williams of the Tax Policy Center added.

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House approves $9.7 billion in Sandy disaster aid

WASHINGTON — Responding to the political storm over delays in disaster aid to the Northeast, the House on Friday approved a $9.7-billion flood insurance bill, the first segment of a possible $60-billion Superstorm Sandy recovery package.

The measure’s approval comes after New Jersey Gov. Chris Christie and Rep. Pete King of New York, among others, publicly slammed House Speaker John Boehner, a fellow Republican, for putting off a vote on a relief measure in the closing days of the 112^thCongress.

The 354-67 vote sent the bill to the Senate, where it could be approved by the end of the day. 

But Democrats were still fuming that it has taken 68 days for the House to act – and that a  broader relief bill still must be approved.

"Talk about fiddling while New York City burns,’’ said Rep. Nydia Velazquez (D-N.Y.), calling the delay an "embarrassment’’ to the House. 

"How dare you come to this floor and make people think everything is OK,’’ Rep. Bill Pascrell Jr. (D-N.J.) told Republicans.

Rep. Frank LoBiondo (R-N.J.), among the Northeast lawmakers who complained earlier this week about congressional inaction on a relief bill, called the vote a "key step in getting critical federal assistance to the residents, businesses and communities devastated by Hurricane Sandy.

“This week’s events make it clear that the need for help is real and that any additional delays in providing federal aid will be met with fierce resistance from myself, members of the delegation, and Gov. Christie,’’ he added.

The larger aid package, due to come before the House on Jan. 15, would fund such things as repairing roads, the electric grid, transportation system and Liberty Island, where the Statue of Liberty has been closed since the storm hit, and shoring up defenses against future storms.

That measure, expected to cost $51 billion, could still run into resistance from conservative lawmakers, some of whom have sought to offset the new spending with budget cuts elsewhere.

The conservative Club for Growth urged a no vote on the flood insurance measure, saying, "Congress should not allow the federal government to be involved in the flood insurance industry in the first place, let alone expand the national flood insurance program's authority."

The measure approved Friday  would increase the borrowing authority for the national flood insurance program to cover insurance claims for flood damage.

The Federal Emergency Management Agency has warned that without congressional action, funds available to pay claims would be exhausted next week.   

Sandy, which was a hurricane before the center of the storm made landfall  Oct. 29 in New Jersey, caused more than 125 deaths in the United States.

Richard.simon@latimes.com

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Forget the Internet of Things: Here Comes the Internet of <em>Cars</em>

What if large groups of people could go beyond ridesharing – replacing traditional car ownership altogether through on-demand access to the cars they want: a convertible in the summer, an SUV for winter ski trips?

What if driving skills could be computed as a score that warned us of bad drivers nearby – real time, on the road – also enabling navigation systems to offer safer alternative routes? Imagine if we could get rid of traffic jams and accidents altogether. Or how about if our cars picked up our groceries on their own – and dropped us off at the airport like a self-contained limo service?

What if automakers could subsidize our car purchases by working with telecommunications and other companies that want to capitalize on the lifetime revenue opportunity of a connected driver? Consider also the possibilities for insurance providers to charge higher premiums (for those who drive their cars themselves), or for local governments to monitor personal CO2 usage (in exchange for not taxing or tolling public roads).

Whether you embrace or object to these scenarios, they’re not too far away. This isn’t just an evolution of technology-enabled, connected vehicles. This goes beyond self-driving cars. And it’s more than a simple sensor-network: This is the era of smart mobility — an Internet of Cars.

Basically, cars have become the “ultimate mobile device” and we, the people, are becoming “connected drivers”. These aren’t just buzzwords: As a longtime strategic adviser and analyst of this space, I’ve been using these terms since 1998 to describe this fundamental transformation of the automobile. And it’s coming within this decade. For example, by 2016, most buyers in mature automotive markets (U.S., Western Europe) will consider vehicles’ ability to access web-based information a key criterion when purchasing an automobile. For premium vehicle brand buyers, this tipping point will be reached even sooner: 2014. That’s just one year away.

The connected vehicle is leading the automotive industry to its most significant innovation phase … since the creation of the automobile itself.

The Era of Smart Mobility Is Going to Change Everything

But what is it? “Connected vehicles” are cars that access, consume, create, enrich, direct, and share digital information between businesses, people, organizations, infrastructures, and things. Those “things” include other vehicles, which is where the Internet of Things becomes the Internet of Cars.

As these vehicles become increasingly connected, they become self-aware, contextual, and eventually, autonomous. Those of you reading this will probably experience self-driving cars in your lifetime — though maybe not all three of its evolutionary phases: from automated to autonomous to unmanned.

Those of you reading this will probably experience self-driving cars in your lifetime.

We still need to address a number of technology, engineering, legislative, and market issues to develop successful offerings here. But this automotive era builds on current and related industry trends such as the convergence of digital lifestyles, the emergence of new mobility solutions, demographic shifts, and the rise of smartphones and the mobile internet.

Consumers now expect to access relevant information wherever they are … including in the automobile. At the same time, these technologies are making new mobility solutions – such as peer-to-peer car sharing – more widespread and attractive. This is especially important since vehicle ownership in urban areas is expensive and consumers, especially younger ones, don’t show the same desire for vehicle ownership as older generations do.

To be successful, connected vehicles will draw on the leading technologies in sensors, displays, on-board and off-board computing, in-vehicle operating systems, wireless and in-vehicle data communication, machine learning, analytics, speech recognition, and content management. (That’s just to name a few.) All of this leads to considerable benefits and opportunities: reduced accident rates, increased productivity, improved traffic flow, lowered emissions, extended utility for EVs, new entertainment options, and new marketing and commerce experiences.

Besides providing automobiles and drivers with new function, connected vehicles will also expand automotive business models to include a much broader set of industries — IT, retail, financial services, media, consumer electronics. This is significant, because it could challenge the traditional automotive business model: Rather than focusing only on the sale and maintenance of a vehicle, companies will focus on the sum of business opportunities the automobile represents.

Consumers, especially younger ones, don’t show the same desire for vehicle ownership as older generations do.

But What Do Consumers Want?

Do people even want all this? Or is this just a case of business thinkers, technologists, and early adopters making predictions in an echo chamber? It’s not.

Consumers do show a strong interest in the features of a connected vehicle. For example, from analyses Gartner conducted over the last year, we found that of all U.S. vehicle owners:

• Almost half (46%) are interested in safely accessing mobile applications inside the vehicle. These applications include receiving on-demand wireless map or software updates, finding available parking spots, and conducting local searches; nearly 40% would also opt for remote diagnostic capabilities that alert them when parts need replacement.


• More than one-third are interested in a self-driving, autonomous vehicle.


• Thirty percent are likely to opt for a vehicle that allows them to tether their smartphone to get internet connection there.

Our increasingly digital “lifestyles” may also force consumers to re-evaluate personal transportation choices. For example: The combined cost of a monthly mobile and residential internet plan might be competing with the cost of filling up a car at the gas station.

These tradeoffs are even more important to younger vehicle owners (18- to 24-year-olds) than older ones (54+ years). The younger group is more likely (30%) to choose internet access over having a vehicle (compared to just 12% of the older group), and about the same percentages are likely to use a car-sharing service as an alternative to vehicle ownership.

The cost of a monthly mobile and residential internet plan competes with the cost of filling up a car at the gas station.

Obviously, connected vehicle applications have to be safe, reliable, and non-distracting to wow consumers on an emotional level and convince them on a rational level. Simply copying interfaces from other mobile devices will not be enough – buttons in cars actually work great for certain functions. The automotive industry will need to innovate new experiences and integrate systems thoroughly so consumers don’t feel they can get the same results with just an iPad on the passenger seat.

But the fact remains that automobiles are here to stay, and they’re going to be connected. The innovations and changes described here will mature relatively quickly over the next two decades. For example, I predict that by 2016 at least three companies will have announced concrete plans for upcoming product launches offering advanced autonomous vehicle technology.

This isn’t pie-in-the-sky — just consider a few recent advancements in the automotive connectivity space: Avis acquiring Zipcar; the first over-the-air automotive software patch by Tesla; Intel getting significantly involved in the connected vehicle value-chain; big telcos like Sprint extending their reach into automotive; a high-ranking Apple executive taking a seat on a carmaker’s board. All of these moves signal the trend.

And for those who are also passionate about automobiles and driving, the era of the connected vehicle will open a mesmerizing new world. You know that immediate connection between our senses and the stimulatory triggers of a car: sounds, speed, sights? Imagine that feeling, and so much more. I am optimistic that the automotive industry and technology companies will preserve this fascination of the automobile – it is, after all, an immersive experience.

But if you don’t like this dawning era of the connected vehicle, you should get your (unconnected) dream car now.

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Adele’s “21″ scores again, beating Swift for 2012′s top album

LOS ANGELES (Reuters) – British singer Adele‘s Grammy-winning “21″ scored a rare feat in 2012 as it topped U.S. album sales for a second straight year, beating out U.S. country-pop star Taylor Swift‘s “Red, Nielsen Soundscan said on Thursday.

It was the first time a single album had been a top-seller for two years in a row since Nielsen began tracking album sales in 1991, the organization said.

But U.S. album sales overall fell 4 percent in 2012 to 315.96 million albums, after 2011 saw a rare 3 percent bump in sales.

Adele’s “21″ sold 4.41 million units in the United States in 2012 to top Swift’s “Red,” which sold 3.11 million copies. In 2011, “21″ sold 5.82 million units.

“It’s a sort of a once-in-a-lifetime album,” Keith Caulfield, associate director of charts at Billboard, told Reuters of “21.” “Only a few of these albums come along in history.”

The heartbreak record, with hits like “Rolling in the Deep” and “Someone Like You,” earned Adele six Grammy Awards in early 2012, boosting the profile of the 24-year-old singer and songwriter, who records on indie label XL Recordings.

The album sold at a furious pace, reaching the 10 million albums-sold plateau in the span of two years, Caulfield noted. The last album to achieve that feat was boy band ‘N Sync’s “No Strings Attached,” which was released in 2000.

“It’s really the right combination of artistry and hit singles,” Caulfield said of “21′s” success.

“She really crossed over from pop to Latin to adult contemporary to dance,” he added. “Young and old consumers bought it, and because of its mixture of fans, she was able to sell it as well as she did.”

Adele’s success came despite the drop in 2012 U.S. album sales.

“Last year (2011) was a fluke,” Caulfield said. “A year gain in album sales is a mega achievement. … It’s the way the market works now, people buy songs and not albums.”

Indeed, digital song sales rose 5 percent in 2012 to a record high 1.336 billion downloads.

The year’s best-selling albums in the United States had a particularly British flavor as Swift was the lone American in the top five. Swift records for the independently owned Nashville-based Big Machine, distributed by Universal Music Group.

British boy band One Direction’s “Up All Night,” released in 2011 on Sony Music Entertainment’s SYCO/Columbia label, placed third with 1.62 million units sold, while their 2012 follow-up, “Take Me Home,” took the fifth spot with 1.34 million units sold.

Britain’s folk revivalists Mumford & Sons, on indie record label Glassnote, placed fourth with their album “Babel” selling 1.46 million units.

(Reporting by Eric Kelsey; Editing by Jill Serjeant and Peter Cooney)

Celebrity News Headlines – Yahoo! News

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