Latest news with #TomTom
NZ Herald
2 days ago
- Automotive
- NZ Herald
Riders are opposed to a plan to rip out 22.5km of bike lanes, while many motorists blame them for traffic jams
So, Doug Ford, Premier of Toronto's province, Ontario, passed a law to rip out 14 miles (22.5km) of the lanes from three major streets that serve the core of the city. Toronto Mayor Olivia Chow arrived for her first day in office two years ago riding a bike. She was not pleased with the law, arguing that the city had sole discretion to decide street rules. Chow did not respond to a request to comment. But in public remarks, she has since softened her tone, suggesting it was possible to have a 'win-win solution' by relocating some bike lanes or keeping them in place while adding more driving lanes. 'We could design them better,' Chow told reporters in April. Bike lanes are a sore point for many drivers frustrated by the constant traffic jams in the heart of Toronto. 'There's so much traffic because of bike lanes,' said Nasser Moradman, who has driven a taxi in Toronto for 30 years. The lanes aren't even used much during the long winter, he complained, adding: 'It's miserable. It's very tough to drive in the city.' Cycling proponents and others who vehemently oppose Ford's move mounted a legal challenge, and a provincial court has temporarily barred the removal of any bike lanes until a judge decides if the new law is unconstitutional. Cities across the world, including New York and Paris, have added kilometres of bike lanes to make streets safer for cyclists and encourage drivers to abandon their vehicles and opt for more climate-friendly modes of travel, such as cycling and public transportation. In some places, the lanes have also set off criticism from drivers and others who say that they have made life worse for people who have to drive, including delivery workers and taxi drivers. Sharon Danley who opposes Toronto's bike lanes. Photo / Ian Willms, the New York Times United States President Donald Trump called New York's bike lanes dangerous and claimed that cyclists were 'whacking people'. In Canada, government data shows that about an average of two million people commute to Toronto by car on workdays. And those commuters contribute to the city's congestion, which ranks second behind Vancouver among Canadian cities, according to TomTom, a global traffic index. Toronto's chronic traffic snarls can come as an unwelcome surprise to some visitors. In February, the Carolina Hurricanes hockey team had to abandon a ride because of traffic and walk the remaining blocks to a downtown arena — not the first time that professional athletes have had to do that. The problems have cost the Toronto region about CA$45 billion ($54.6b) in lost productivity per year, according to a report by the Canadian Centre for Economic Analysis. 'Congestion has reached crisis levels,' said Giles Gherson, president of the Toronto Board of Trade, which suggested in a report that Toronto 'rebalance' its roads by cutting back street-level parking and moving bike lanes. Many commuters also argue that driving into Toronto from the suburbs is often faster than using public transportation, with experts saying that the city lacks enough rapid transit to meet its needs. The provincial government has been criticised for long delays to transit projects. The province says only 1.2% of workers commute by bike. For comparison, even in New York City, which has a large system of bike lanes, about 1.4% of people commute by bike, according to city figures. The conflict in Toronto has resonated with people such as Sharon Danley, a retiree. She recently joined a citizens group opposing a bike lane on her street, which she said was disruptive and unfair. The lane, she said, slows down a transit bus for people with disabilities. 'Now what we're doing is clogging up lean arteries and causing a lot of harm,' Danley said. In Toronto, where the car has long been king, cyclists have been gaining ground. Toronto added 67 miles (110km) of bike lanes between 2020 and 2024 and now has 207 miles (333km) of them. The city's bike-share service had 6.9 million rides in 2024, up from 2.9 million in 2020. 'Cycling has become more pleasant,' said Chad Mohr, a food-bank volunteer who delivers groceries by bike. 'Now they're talking about ripping tonnes of that infrastructure out, which would be a tragedy and just a giant, ridiculous, expensive step backward.' The city spent about CA$27 million ($32.7m) to install the bike lanes that Ontario now wants to eliminate. In a report, it estimates that removing them would cost CA$48m. A ghost bike memorial to a cyclist killed in a traffic collision in Toronto, Canada. Photo / Ian Willms, the New York Times Last year, Toronto said halfa dozen cyclists were killed in the city, the highest number in two decades. Between 2016 and 2023, 260 cyclists have been seriously injured, with most crashes on streets with no bike lanes. Removing bike lanes would 'cost people their lives', said Geoffrey Bercarich, a bike-repair technician who installs memorials called ghost bikes in places where cyclists have been killed. Ford has made it clear that he is not opposed to cyclists or cycling. 'I'm not against bike lanes,' he told reporters in May. 'Build all the bike lanes you want, just not on main arterial roads.' Cycling proponents argue that the province has not shown any evidence that removing bike lanes will ease traffic. 'This idea that they're somehow the cause of Toronto's traffic woes isn't based on any fact,' said Michael Longfield, executive director of Cycle Toronto, an advocacy group. He was speaking by phone from a hospital, where he was recovering from a fractured leg that he said he sustained while cycling when a driver opened a door into a bike lane. The Ontario Government has passed a measure that would protect it from lawsuits by cyclists injured on roads where the province tears out bike lanes. Cycling supporters say the move amounts to a tacit acknowledgment that riders will be hurt if the province is allowed to eliminate bike lanes, said David Shellnutt, a personal-injury lawyer in Toronto specialising in cycling cases. 'It is an admission that, yes, we know that what we're proposing here will result in injury and death,' Shellnutt said, 'and so we're going to insulate ourselves from accountability.' This article originally appeared in The New York Times. Written by: Vjosa Isai Photographs by: Ian Willms ©2025 THE NEW YORK TIMES
Boston Globe
3 days ago
- Automotive
- Boston Globe
Drivers vs. cyclists: a battle for the streets in Canada's largest city
Then came the backlash. Some of the most popular bike lanes were making Toronto's notorious traffic worse, according to the provincial government. So, Doug Ford, premier of Toronto's province, Ontario, signed a law to rip out 14 miles of the lanes from three major streets that serve the core of the city. Toronto Mayor Olivia Chow arrived for her first day in office two years ago riding a bike. She was not pleased with the law, arguing that the city had sole discretion to decide street rules. Chow did not respond to a request to comment. But in public remarks, she has since softened her tone, suggesting it was possible to have a 'win-win solution' by relocating some bike lanes or keeping them in place while adding more driving lanes. Advertisement 'We could design them better,' Chow told reporters in April. Bike lanes are a sore point for many drivers frustrated by the constant traffic jams in the heart of Toronto. 'There's so much traffic because of bike lanes,' said Nasser Moradman, who has driven a taxi in Toronto for 30 years. The lanes aren't even used much during the long winter, he complained, adding: 'It's miserable. It's very tough to drive in the city.' Advertisement Cycling proponents and others who vehemently oppose Ford's move mounted a legal challenge, and a provincial court has temporarily barred the removal of any bike lanes until a judge decides if the new law is unconstitutional. Cities across the world, including New York and Paris, have added miles of bike lanes to make streets safer for cyclists and encourage drivers to abandon their vehicles and opt for more climate-friendly modes of travel, such as cycling and public transportation. In some places, the lanes have also set off criticism from drivers and others who say that they have made life worse for people who have to drive, including delivery workers and taxi drivers. President Trump called New York's bike lanes dangerous and claimed that cyclists were 'whacking people.' In Canada, government data show that about an average of 2 million people commute to Toronto by car on workdays. And those commuters contribute to the city's congestion, which ranks second behind Vancouver among Canadian cities, according to TomTom, a global traffic index. Toronto's chronic traffic snarls can come as an unwelcome surprise to some visitors. In February, the Carolina Hurricanes hockey team had to abandon a ride because of traffic and walk the remaining blocks to a downtown arena -- not the first time that professional athletes have had to do that. The problems have cost the Toronto region about about $33 billion in lost productivity per year, according to a report by the Canadian Center for Economic Analysis. 'Congestion has reached crisis levels,' said Giles Gherson, president of the Toronto Board of Trade, which suggested in a report that Toronto 'rebalance' its roads by cutting back street-level parking and moving bike lanes. Advertisement Many commuters also argue that driving into Toronto from the suburbs is often faster than using public transportation, with experts saying that the city lacks enough rapid transit to meet its needs. The provincial government has been criticized for long delays to transit projects. The province says only 1.2 percent of workers commute by bike. For comparison, even in New York City, which has a large system of bike lanes, about 1.4 percent of people commute by bike, according to city figures. The conflict in Toronto has resonated with people such as Sharon Danley, a retiree. She recently joined a citizens group opposing a bike lane on her street, which she said was disruptive and unfair. The lane, she said, slows down a transit bus for people with disabilities. 'Now what we're doing is clogging up lean arteries and causing a lot of harm,' Danley said. In Toronto, where the car has long been king, cyclists have been gaining ground. Toronto added 67 miles of bike lanes between 2020 and 2024 and now has 207 miles of them. The city's bike-share service had 6.9 million rides in 2024, up from 2.9 million in 2020. 'Cycling has become more pleasant,' said Chad Mohr, a food-bank volunteer who delivers groceries by bike. 'Now they're talking about ripping tons of that infrastructure out, which would be a tragedy and just a giant, ridiculous, expensive step backward.' The city spent about $20 million to install the bike lanes that Ontario now wants to eliminate. In a report, it estimates that removing them would cost $35 million. Advertisement Last year, Toronto said a half-dozen cyclists were killed in the city, the highest number in two decades. Between 2016 and 2023, 260 cyclists have been seriously injured, with most crashes on streets with no bike lanes. Removing bike lanes would 'cost people their lives,' said Geoffrey Bercarich, a bike-repair technician who installs memorials called ghost bikes in places where cyclists have been killed. Ford has made it clear that he is not opposed to cyclists or cycling. 'I'm not against bike lanes,' he told reporters in May. 'Build all the bike lanes you want, just not on main arterial roads.'' Cycling proponents argue that the province has not shown any evidence that removing bike lanes will ease traffic. 'This idea that they're somehow the cause of Toronto's traffic woes isn't based on any fact,' said Michael Longfield, executive director of Cycle Toronto, an advocacy group. He was speaking by phone from a hospital, where he was recovering from a fractured leg that he said he sustained while cycling when a driver opened a door into a bike lane. The Ontario government has passed a measure that would protect it from lawsuits by cyclists injured on roads where the province tears out bike lanes. Cycling supporters say the move amounts to a tacit acknowledgment that riders will be hurt if the province is allowed to eliminate bike lanes, said David Shellnutt, a personal-injury lawyer in Toronto specializing in cycling cases. 'It is an admission that, yes, we know that what we're proposing here will result in injury and death,' Shellnutt said, 'and so we're going to insulate ourselves from accountability.' This article originally appeared in Advertisement
Forbes
5 days ago
- Automotive
- Forbes
NYC's Congestion Pricing Is Paying Off As Motor Traffic Drops Through July
Congestion pricing plate readers and EZ-Pass scanners are seen on West End Avenue and 61st Street ... More in Manhattan. (Photo by Luiz C. Ribeiro for NY Daily News via Getty Images) The latest data from TomTom shows that New York City's congestion pricing is working as per design. Real-time traffic patterns from January through mid-July indicate that downtown Manhattan has experienced a notable decrease in motor vehicle congestion and a corresponding drop in travel times. The amount of time drivers spend in rush hour has decreased, and average speeds for cars have increased. Congestion decreased by nearly 4% year over year in the first four months of 2025, from 26.2% to 22.8%. Travel times for motorists fell by 90 seconds per 6 miles as average car speeds jumped from 16.3 km/h to 17.1 km/h (note: cars still have average speeds slower than many bicyclists). July congestion continued to drop from 24.4% to 22.3%, with only half the month measured. Formerly known as the Central Business District Tolling Program, and introduced on January 5, 2025, NYC's congestion toll was the first of its kind in the United States. The scheme requires drivers to pay a fee—based on the time and duration of their visit and their vehicle type—to enter the lower part of Manhattan, from the southern end of Central Park to the city's financial district. TomTom data shows year-over-year drop in motor traffic congestion through July 2025 Data from TomTom, released in March, comparing January through mid-March 2025 to the same period in 2024, showed that motor traffic congestion in the tolled area of Manhattan decreased from 24.7% to 16.9%. Average travel times per 10 kilometers improved from 33 minutes and 53 seconds to 30 minutes and 48 seconds. Evening peak hours saw some of the most dramatic changes, noted TomTom in March. 'In early 2024, congestion during the 3 p.m. to 5 p.m. rush hour averaged a staggering 43.2%,' stated a statement from the Dutch location technolgies company. 'In 2025, that number has dropped to 30.3%, shaving off nearly five minutes of the time it takes to travel 10 kilometers during peak congestion.' TomTom advertising poster, Newcastle, UK. Congestion pricing raised about $52 million in toll revenue in February alone—bringing the total for the first two months of operation to $100.6 million, according to documents posted to the Metropolitan Transportation Authority. 'Congestion pricing, when implemented effectively, not only alleviates traffic but also supports economic growth,' stated TomTom. 'Beyond congestion pricing, we've learned that other tactics can also play a crucial role in alleviating urban traffic,' continued the company statement, including 'expanding public transit networks' and 'promoting cycling infrastructure.' 'Traffic congestion is more than an inconvenience—it impacts economic productivity, increases pollution, and reduces quality of life,' says TomTom. New York Governor Kathy Hochul has so far successfully resisted the Trump administration's attempts to cancel NYC's congestion pricing scheme.
Time of India
6 days ago
- Automotive
- Time of India
Sunken feeling: Rs 5000 crore spent on Bengalururoads in 2 years but potholes are back!
1 2 Bengaluru: The patchwork that the city roads witnessed in recent times has gone. Potholes are back! Short spells of rain have created endless potholes on the roads, turning people's daily commute into an ordeal in the tech capital. "The traffic does not move at a decent speed in the city. When it moves, we are only riding into backbreaking potholes. It is quite pathetic that the roads are becoming the city's nemesis and those in power are not paying attention to it. Why can't the country's tech capital give pothole-free roads or fix potholes before these become craters?" is the question many ask as the average time to travel 10km in the city touched 42 minutes Wednesday evening (according to TomTom traffic index). Though BBMP chief commissioner Maheshwara Rao has been hitting the ground on a daily basis and ordering filling of potholes, they seem to be popping up at a much faster pace. Even TenderSURE roads such as Convent Road which is dotted with schools, are broken at multiple places. You Can Also Check: Bengaluru AQI | Weather in Bengaluru | Bank Holidays in Bengaluru | Public Holidays in Bengaluru "In the past decade, if the money spent on road development is accounted for, every street in the city should be gleaming. But it is hard to find even a single stretch without potholes," said Kamalesh Jain, a resident of Sarvagnanagar. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like You Won't Believe the Price of These Dubai Apartments Binghatti Developers FZE Get Offer Undo Bengaluru has 13,344km of roads, with 1,300km of them being arterial and sub-arterial. In just the past two years, Rs 5,365 crore was spent on road development, including asphalting, and white-topping. Yet a single drive across the city shows that this money has gone down the drain quickly. "Bengaluru receives nearly 1,000mm of rainfall annually, but the roads are in such bad shape that even one or two days of rain make them look like the moon's cratered surface. Navigating these roads becomes risky... Dodging one pothole often leads straight into another, resulting in injuries and accidents, especially for two-wheeler riders," said Naveen Reddy, a resident of BTM Layout. In many outer zones of the city, roads resemble muddy fields. Shoddy workmanship has led to the tar peeling off, leaving behind loose gravel. "Even when people lose their lives or suffer spinal injuries due to potholes, BBMP—which is responsible for road maintenance—acts as though it's none of its concern. Potholes dominate not just ward-level and arterial roads but even flyovers. Every year, several people lose their lives due to pothole-related accidents, yet there is no permanent solution," said Kiran J, a resident of Shantinagar. "BBMP either uses poor quality asphalt or they just fill only thin layers of asphalt so that they can raise more bills and make money," he added. -------- Inset - 1 BBMP says working relentlessly A senior BBMP official of road infrastructure said, "To identify and fix potholes, zonal task forces have been set up; they are authorised to approve funds and float tenders for pothole repairs. They are also expected to work on complaints raised by traffic police and the public." "BBMP engineers in each ward are responsible for immediately filling up any pothole that appears. If they fail to do so, disciplinary action is supposed to follow," the official said. BBMP chief commissioner Maheshwar Rao told TOI, "We are working relentlessly to fix the potholes across the city and we are also informing citizens to raise complaints and send the photos of potholes to the BBMP engineers, who will address the issue promptly." ------ Inset - 2 Method of fixing According to the National Roads Congress guidelines, a pothole must be cut into a square shape, dust removed, tar filled properly, and rolled for compaction.
Metro
7 days ago
- Business
- Metro
10 things boomers still pay for that younger people don't bother buying
Chloe Johnson Published July 23, 2025 10:51am Link is copied Comments Every generation has defining traits - and boomers are known to be loyal to the products and traditions of their time. Believe it or not, this was a time when subscriptions would come to your door - usually in print - and owning something physically was the norm. Gen-Z, however, are far more used to online products and digital versions. Here are ten things that the younger generation are no longer bothering to spend their hard-earned cash on... (Picture: Getty) Diamonds are forever, right? Except for right now. Millennials started the trend of dodging traditionally mined diamonds, favoring lab-grown alternatives instead - and Gen-Z are no different. While engagement rings and tennis bracelets still have their place, younger consumers are opting for thrifted, vintage pieces or lab-grown diamonds instead. However, it may not be for the reasons you think: Pandora's CEO told Fortune that it isn't necessarily because of sustainability but rather the stone size, design, and price (Picture: Getty) A TomTom is a bit of an ancient relic now - and a real life map? Well, you're about as likely to see one nowadays as you are a unicorn, at least with the younger generations. Map-reading is definitely a useful skill for any upcoming apocalypse, but most of Gen-Z will prefer Google Maps, Apple Maps or Waze, all of which are totally free (Picture: Getty) Back in the day, a department store credit card was just as common as your classic credit card, and could allow you to get points and discounts at the stores you visited the most. However, most millennials and Gen Z don't visit one physical department store enough for it to be of much use, choosing to shop online or at a variety of different stores. According to research by Splitit, nearly 63% of Gen Z shoppers are more loyal to their credit cards than any one specific retailer(Picture: Getty) The age of Hallmark still lives on in boomers - while they're likely to send a card for every anniversary, Gen-Z are far more likely to only send cards on super special occassions, or even make their cards from scratch - preferring that homemade, boutique look. However, greeting cards aren't completely dead. According to the Greeting Card Association, while boomers continue to buy the most greeting card units, millennials actually spend more overall, having spent the most money on greeting cards since 2015 (Picture: Getty) Venmo, Monzo, Paypal, no shortage of online banking apps that Gen-Z now use (mostly for free) compared to balancing cheques yourself with a chequebook. Boomers still may even get their electric bills by post, while Gen-Z prefer to save the paper and see everything online, often with alerts letting them know when something is due (Picture: Getty) Paying for Microsoft Office was the standard, as was photo editing packages, antivirus software and other software that you just had to have. While Gen-Z will still pay for software if it's essential to their job, for example, most of the time they will prefer a free version, such as Canva, Google Docs and Malwarebytes (Picture: Getty) In 2024, Ofcom reported that, for the very first time, less than half of 16-24-year-olds are watching broadcast TV in an average week. While Netflix and other streaming services aren't exactly free, they're far less hassle for Gen-Z than scrolling through a long TV guide. While streaming price hikes and the introduction of adverts are frustrating some users, Gen-Z still find the likes of Netflix and Prime Video far easier to use (Picture:) Shopping Network is no more, but Gen-Z have replaced the late-night gadgets that used to hold a charm for older generations with TikTok actually operates all day, instead. According to Fiverr, TikTok Shop had the largest influence (34%) on gift-finding for Gen Z. So, we may have swapped infomercials for TikTok influencers and Barbie dolls for Labubu's, but let's not be too harsh on the older be part of one soon enough, after all (Picture: Getty) Your free newsletter guide to the best London has on offer, from drinks deals to restaurant reviews.
