Infographic: Circle Loop Lines of the World by Matthew Lew

December 19, 2013
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Very aesthetically appealing infographic that compares 18 circle railway lines from around the world. The top part of the graphic displays the lines in a schematic fashion, representing each by its average diameter. The stations that comprise each line are then simply spaced evenly around the circumference to create a very striking pattern. Stations that interchange with other lines are represented by placing a small white dot in the centre of a station’s marker.

Below, information about each line – the number of stations, number of interchanges with other lines, the line’s length and radius, etc. – is displayed, along with a list of all the stations that make up each line. The colour-coding of the lines is designed to create a pleasing visual effect –working its way in order through the colour spectrum – rather than using each line’s “traditional” colour from their respective maps. While this is an understandable design choice, it’s still a little weird to see London’s Circle Line represented by a lovely shade of lime green.

For those who can’t quite make it out, the Circle lines represented (in ascending order of diameter) are:

  • Miami, Florida
  • Charleroi, Belgium 
  • Detroit, Michigan 
  • Glasgow, Scotland
  • Oslo, Norway
  • Moscow, Russia
  • Osaka, Japan
  • Madrid, Spain (Line 6);
  • London, England (technically a spiral now, rather than a true loop)
  • Nagoya, Japan
  • Beijing, China (Line 2)
  • Shanghai, China
  • Tokyo, Japan
  • Delhi, India
  • Berlin, Germany
  • Madrid, Spain (Line 12 – MetroSur)
  • Seoul, South Korea
  • Beijing, China (Line 10)

Overall, this graphic looks great and provides an interesting, easily digestible, comparison between all these loop railroads. It would be interesting to see a version that plotted the actual routes and stations accurately against each other, rather than this heavily stylised view.

Source: Matthew Lew’s Behance portfolio

High-Resolution Scan of 1988 Amsterdam Transit Map!

December 19, 2013
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Have I ever mentioned how much I love my readers?

I posted about this map last Monday, praising its visual clarity, but also lamenting the fact that I didn’t have a higher resolution version of it to really savour the details.

Almost immediately, I got a submission from Alain Lemaire, who generously sent me full high-resolution scans of the whole map from his personal collection. He provided me with four separate scans, one for each quadrant of the map (which is obviously too big to scan in one piece), which I have simply combined them into one big file (4325 × 4653px, 6MB) in Photoshop – click on the image above to view it.

Alain has this to say about the map:

In my opinion, this map is a diagrammatic beauty, but pretty much rendered useless outside the city center because of the lack of bus stop labels and a geographic backdrop. Might have been the reason why GVB decided to drop this beauty and put the current – rather bland but more practical – design in place which does not feature any stop labels at all but does have a clear geographic backdrop. That way at least you do have a reference point for using the map. Maybe Hans van der Kooi could tell you more about the history and eventual decommissioning of this map.

As far as the colour coding goes, Van der Kooi used colour and line width to show which lines go where: thick red for all tram and thin red for all bus lines to the central station and main transit hub in Amsterdam, thick green for trams on the inner ring route along the city center, thick yellow for ‘other’ tram routes and thin yellow, green, blue and purple for all other bus routes. It seems to me he used yellow for most lines terminating at Sloterdijk station, which served as a second transit hub in the late 1980s. All regional bus lines are shown in black and white. For comparison: the current official map uses colour only to distinguish between tram, bus, peak bus and regional bus. Not of much use if you want to easily determine where your line is heading.

Source: Alain Lemaire via email

Historical Map: New Orleans Streetcar Trackage Map, 1945

December 18, 2013
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A neat little map from the July, 1945 edition of the Electric Railroader’s Association’s Headlights magazine – both the association and the publication are still going strong today.

The map shows all the tracks in the Big Easy at the time, including those that were in usable condition but not currently utilised (indicated by a hash across the track). Routes are indicated by letters that were keyed to the text of the original article – “A” is the “Canal-Cemeteries” route, for example.

The editor of the web page where I found this map provides the following notes:

“There are some small problems with this map, but overall, the details are accurate. Unfortunately, [the artist] did not sketch the trackage of the Napoleon Yard, at the foot of Napoleon Ave. on the southeast corner of Tchoupitoulas St.  Also, at Canal St., Royal and Bourbon Streets (Bourbon is not labelled) should be shown in line with St. Charles and Carondelet Streets, respectively.  A four-track crossover should be shown in the block of Canal St. between Carondelet and St. Charles.”

Source: New Orleans in 1945, ed. J. George Friedman, Jr.

Design Resource: Transport for London’s “Line Diagram Standards” Guide

December 17, 2013
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Definitely worth a look to see how a major transit agency puts together a comprehensive guide to assembling consistently designed maps. The guide deals with horizontal in-car strip maps and the vertical line maps seen on platforms, but many of the principles still hold true for the design of a full transit map.

Of particular interest is the relationship between the x-height of Johnston Sans and the thickness of the route lines (they’re the same). This value of “x” is also used to calculate the radius of a curve in a route line: the innermost edge of a curve is always three times the value of “x” – never any less. Almost every relationship between objects on the map is defined mathematically, although the nomenclature can be a little less than intuitive sometimes: “x”, “n” and “CH” all make an appearance!

Also, if you ever wanted to know what the PANTONE or CMYK breakdowns for all the Underground route line colours are, this guide tells you that, too!

All in all, a really interesting read – just try and ignore the terrible typos that pop up here and there: “donated” instead of “denoted” on page 11 is my favourite! Click the link below to download the PDF.

Source: Transport for London website – 2MB PDF

Tutorial: Creating Multiple Parallel Route Lines

December 17, 2013
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Today’s tutorial comes from an anonymous question that I received in my inbox, which asked:

I design a bus transit map using a street layer. But how can i align correctly multiple lines on a street without overlap?

This is a great question. You’d be amazed how often I see people attempting to draw multiple parallel route lines manually, which is absolutely the most difficult way of doing things. You might be able to get away with it on a rectilinear transit map, but it’s almost impossible to get right when your route lines are overlaid on a standard road map – there are always curves and twists in the road that make it nigh-on impossible to manually draw adjacent route lines without things looking terrible.

For an example of a very poor attempt at drawing parallel route lines individually, you need look no further than the light rail map for Denver, Colorado (April 2013, 2 stars).

The most frustrating thing about seeing it done the wrong way is that there’s a tool in Adobe Illustrator that makes this task almost effortless.

Object Menu > Path > Offset Path…

The images above demonstrate how to offset route lines correctly – the first image shows how it’s done with an odd number of route lines; the second illustrates how to do it for an even number of route lines.

If you’ve drawn the street layer on your map yourself, then you’ve probably already got the first thing you need – a path that follows the centre of your street. Copy it and then Paste in Front (Cmd/Ctrl-F) so it sits exactly on top of the original. Then move it to its own layer above the street layer and stroke it the way you want your route lines to look. In my example, we’ve got an 8-point wide red route line. 

If you’re drawing your route lines on top of an aerial photo or Google Maps image, then you’re going to have to draw your own central route line. Be as accurate as possible while also using as few bezier points as you can. Again, put it on its own layer and make it look the way you want. Now the fun starts.

IF YOU NEED THREE ADJACENT ROUTE LINES (First image), then you’re going to use the central route line you already have, and use the Offset Path function to create a new route line on both sides at once. Select the path, then invoke the Offset Path command. In the resultant dialog box, enter the amount of offset you want, which is the desired distance between the paths. Here, I want a little gap to show between my 8-point route lines, so I entered 10 points. The middle part of the first image shows the results: Illustrator will offset your path to both sides of the line, so it’s basically done all the hard work for us. Now you just need to use the Scissor tool © to cut and then delete the pesky little joining lines that are created at the top and bottom (circled in blue in the image). From there, simply colour the route lines as required. If you need five, or seven, or more route lines, simply keep offsetting the outermost route lines by 10 points and then cutting the resulting new lines to only keep the outermost section each time.

IF YOU NEED TWO ADJACENT ROUTE LINES (Second Image), the process is almost the same, except that when you select and offset the original path, you only use half the required distance between route lines (in my example, 5 points). Then you can delete the original route line, keeping only the new offset paths, which now sit neatly on either side of the centre of the road. To create four, or six, or more route lines, continue to offset the outermost paths by 10 points as in the first example.

Submission – Historical Map: Public Transit in Amsterdam, 1988 by Hans van der Kooi

December 16, 2013
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Submitted by the designer of the map, Hans van der Kooi, who says:

As a result of the popularity of the hand-out map for trams (June 2013, 4.5 stars) in Amsterdam, we designed a larger scale map, used on the tram and bus stops in Amsterdam, including the line of the buses as well. Designed and used in 1988.

Transit Maps says:

It’s an absolute pleasure to have this map submitted by the original designer! While the image size is a little small to make out the fine detail, it’s obvious that this map builds on and continues the good work of the tram network map that I’ve featured previously. Again, the dodecalinear layout suits Amsterdam’s underlying structure almost perfectly, and the way that the thickness of the tram route lines instantly denotes service frequency is quite superb.

Buses are shown with thinner lines and (what looks like) lighter colours. Enough geographical information – parks, bodies of water, major roads, etc. – is included to orient users and make the bus routes useful to use.

The Metro is shown with a dashed blue line: again, the route line doubles in thickness when the two separate lines from Gaasperpas and Gein merge together in the south-eastern corner of the map. National rail services are shown as a dashed black and white line, the way they often are on Dutch transit maps. Note that even in this small image, it’s still very easy to distinguish between the different modes of transit shown – definitely something to aspire to!

Our rating: The image is a little too small to give this a proper rating, but even at a distance, the clarity of the informational design is something to behold.

Source: 8-13 website via Hans van der Kooi

Submission – New Official Moscow Metro In-Car Strip Map

December 16, 2013
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Submitted by long-time contributor, Dmitry Darsavilidze, here’s a brand new strip map for Metro Line 6. Designed by Art.Lebedev Studios, and based on their contest-winning system map, this carries on the good work of that design.

The strip map is simple and uncluttered, and has nice, large, easy-to-read type (a failing of many strip maps, which often have type to small to be easily read from any sort of distance). Information is presented consistently – interchange information is always given underneath the line, making it easy to locate each and every time. 

My favourite part, however, is the subtle ring that denotes the Koltsevaya (Circle) Line. Given the Koltsevaya Line’s importance in the system (almost every other line interchanges with it at least once) and the way that it represents the border between central Moscow and the outlying suburbs, using it as a visual device like this is very clever.

Source: Dimitry’s Twitter

Unofficial Map: Washington DC Metro Map by Peter Dovak

December 13, 2013
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An interesting approach to an alternative DC Metro map by Peter Dovak, who previously submitted this fantasy light rail map of Louisville, Kentucky. 

There’s quite a bit to like here: I love the circular abstraction of the beltway highway around DC, which is then centred perfactly around the District diamond. Peter’s even made sure that the “square” formed by the three main interchange stations – Metro Center, Gallery Place and L’Enfant Plaza – sits at the exact centre of the diamond/circle, which is a nice design touch. He’s also worked hard to ensure that stations retain their correct position relative to all the boundaries (be they roadway or jurisdictional), which isn’t an easy thing to do.

Less successful, I feel,  is the use of 30/60 degree angles for the route lines. While it gives more flexibility in layout, it just ends up looking a little too chaotic when overlaid on the 45-degree angles of the District boundary. Like it or not, this diamond is the shape that defines the District (and the map!): too many angles fights against that shape and dilutes its visual strength. The naturalistic approach taken to the rivers and parkland also creates even more angles that pull the eye different directions. The least successful result of this approach to route lines is the nasty acute angle formed on the southern branch of the Green Line as it turns to follow the District border through the Southern Avenue station.

I like the idea behind the station symbols acting as “ticks” pointing towards their labels, but I feel the white rounded rectangle needs to be brought in from the edge of the “non-tick” side just a little bit. The way it sits right on the edge of the route line at the moment breaks up the flow of the lines and could also cause some problems when printing the map.

Peter’s used the “subtitle” approach to station names that first appeared in a couple of the entries to the Greater Greater Washington map contest and has since migrated to the official map – a fantastic concept, and definitely the right approach. However, he’s also deleted parts of names in certain cases: U Street has lost its “African American Civil War Memorial/Cardozo” subtitle completely. While this definitely saves space and helps labels fit, it’s a huge no-no. Lobby groups have worked hard to give stations those ridiculously long names, and they’re not going to like it if you remove them!

While on the subject of labels, Peter always spells out “Street” and “Road” in station names, but uses “Ave”, “Blvd” or “Sq”. I’d prefer either all spelled out or all abbreviated, not a combination of both.

In the end, this is an interesting alternate take on the DC Metro map. Some ideas work really well, others less so, but the thought processes behind them are valid and considered. For me, this map is a step up in both concept and execution from Peter’s Louisville map.

Source: Peter’s Behance profile

Amended Tube Map removes Embankment Interchange for 2014 Works

December 12, 2013
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Even design classics like the London Tube map have to be flexible enough to cope with change. The escalators to the Northern and Bakerloo lines at Embankment station – yes, the very escalators that can be seen in the previously posted cutaway diagram from 1914 – are going to be completely replaced.

The process is going to take 43 weeks starting on January 8 next year. During that time, Northern and Bakerloo trains will pass through Embankment without stopping, as there simply won’t be a way to get from their platforms to the surface or to the District/Circle Line platforms.

As a result, Embankment has been temporarily downgraded from an interchange ring on the map to a station tick, and moved away from the intersection between all the routes. It’s had to be moved quite a distance, because “Embankment” is quite a long name (no hyphenation of names on the Tube map!). As a result, Temple has been moved off the horizontal section of the District/Circle line and placed on the 45-degree segment along with Blackfriars, Mansion House and Cannon Street.

I personally don’t think that Temple needed to be moved off the horizontal section: Embankment and Temple could clearly be evenly spaced across the horizontal section – Embankment below the line, Temple above – without any confusion, as the station ticks would clearly “point” to their respective stations. Embankment’s label might have to slightly to the right compared to its tick, but it would be no worse than the placement of Westminster’s label. With these two stations on the horizontal segment, Blackfriars, Mansion House and Cannon Street could all retain their usual positions: I think this would create more even, harmonious spacing of all the stations than the map shown here.

Apparently, this map is appearing on some Northern Line trains but hasn’t been updated on the TfL site yet (and shouldn’t be until the work commences). 

Source: Tweet by Ian Jones  – @metro_land

Historical Diagram: Charing Cross/Embankment Tube Station Cutaway, 1914

December 11, 2013
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Simply stunning cutaway cross-section of the London Tube station now known as Embankment in 1914. This drawing shows the station just after the opening of the new deep tube extension of the Charing Cross, Euston and Hampstead Railway (now part of the Northern Line) from their previous terminus to the north at Charing Cross station. The extension was a single line that headed south from Charing Cross, looped back around underneath the Thames and had a single platform heading northbound here at Embankment.

The diagram shows the C+E&H tube at the bottom right: it looks like a train has just left, heading back northwards to Charing Cross. To the left, the twin tubes of the Bakerloo line can be seen. Above, the shallow cut-and-cover tunnel of the District line runs at right angles to the deeper lines, built into the actual river embankment from which the station received its name. Above them all sits the grand old Charing Cross main line railway station, with The Strand just visible at its far end (a helpful caption, “This is The Strand”, points the way).

More than anything, it’s the detail of this cutaway that I like the most. Busy people enter and exit the station, read newspapers and ride the escalators between levels. A double-decker omnibus and Edwardian car can be seen chugging along the street, and trains belch steam in the station above. Advertisements adorn the walls, and the red carriages of the Tube fairly rattle along the tracks. An early version of the Underground roundel – a red circle with a blue bar across it – can be seen above the station’s building and on the District line platform.

If the naming of the station seems a little confusing, that’s because it was. In 1914, the District line platforms were named Charing Cross (for the main line station almost directly above), while the two separate deep tube lines were both called Embankment. The C+E&H station directly to the north, which was previously just Charing Cross, became Charing Cross (Strand). By 1915, everyone had had enough of this nonsense and all the platforms at this station took on the District line name of Charing Cross, while Charing Cross (Strand) became simply Strand. At the same time, the separate Strand station on the Piccadilly line was renamed as Aldywch to prevent even more confusion.

In June 1973, the newer Northern line Strand station was closed to allow construction of Jubilee line platforms. These platforms were constructed between the Bakerloo line and Northern line platforms together with the long-missing below-ground interchange between those two lines. In anticipation of the new interchange station, Charing Cross (this station) was renamed Charing Cross Embankment. The Jubilee line platforms and the refurbished Northern line platforms opened in May 1979, when the combined station (including Trafalgar Square on the Bakerloo line) was given its current name of Charing Cross; simultaneously, Charing Cross Embankment (this station) reverted to its original name – Embankment.

Source: Wikimedia Commons