Historical Map: Alilaguna Gold Line, Venice, 2006

April 19, 2013
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We’ve featured Venice’s public transportation ferry map previously (February 2012, 2.5 stars), but here’s an interesting photo of a map by Alilaguna, a privately-run ferry and water taxi service.

This map, dating back to 2006, shows only the Alilaguna Linea Oro (Gold Line), running from the airport to St. Mark’s Square. Interestingly, this express route no longer exists, leaving passengers to lake the slower, local Linea Blu to the heart of Venice instead.

The map has some interesting Vignelli-esque aesthetics, with the lagoon islands reduced to simplified, blocky shapes (as well as beige water!). The execution works well for Venice itself; less so towards the edges of the map. There’s too much fussy detail over on the left side of the map near Malcontenta, and the way the mainland is strangely truncated makes Mestre and the airport look like they’re also located on islands. Global warming, perhaps?

Production-wise, it’s obvious that this map has been created by simply deleting the other Alilaguna lines from a master map, which leads to the three “station” markers shown being extremely long for no apparent reason. The indeterminate angle the route line takes from the airport down towards Murano is also a little odd-looking, given the strong 45-degree design aesthetic of the map.

Our rating: Nice concept, huge potential to be visually striking – but a shame about the uneven execution. Two-and-a-half-stars.

Source: dr_loplop/Flickr

Historical Map: Berlin S-Bahn (c. 1955-1960) still at the ruined Siemensstadt station

April 18, 2013
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What an amazing photo!

The Siemensbahn was part of Berlin’s S-Bahn network from 1929 (when it was built as a short spur line to allow workers to commute to and from the Siemens factories in the area) to 1980, when it was shut down after a railway workers’ strike. As seen on the map, the Siemensbahn is the short spur line just above and to the left of the large red area in the centre.

The map is located (or was, in 2008, when the photo was taken) at the Siemensstadt station, which now lies in ruins and largely forgotten. The original poster of Flickr dates it to around 1980, probably based largely on the time the station closed. However, I date it to somewhere around 1955 to 1960 for a few reasons.

Firstly, the map is pretty much hand-drawn and lettered. A map from 1980 would look more sophisticated as printing technology improved.

Many of the outer lines are still steam-powered (cross-hatched lines are marked in the legend as “Mit Dampf…[torn]”).

While borders between West and East Berlin (as well as the Greater Berlin area) are shown, and there’s a clear colour differentiation between the two cities (blue for West Berlin, red for East), it’s still possible to travel between east and west. Each station is marked with both the time it takes to get there from Siemensstadt and the price… and these markings continue into East Berlin. Therefore, the map’s post-WWII, but before the Berlin Wall went up (1961).

Looking at old Berlin maps shows that the outer ring line around the northwest of the city was completed some time between 1955 and 1960. This line is shown on this map, although it’s hard to see because of the damage to the map: this gives the best dating I can come up with without researching individual stations. Can anyone narrow it down even more?

Another point of interest is the East Berlin station of Stalinallee, where someone has crossed out Stalin’s name and replaced it with “Frankfurter”, a reference to its pre-war name: Große Frankfurter Straße. This grafitti could have been added at anytime in the decades since the map was first put up, but the “Stalinallee” name also helps date the map, as the street was renamed as Karl-Marx-Allee in 1961.

Source: SnaPsi Сталкер/Flickr – definitely worth clicking through to the large version

Unofficial Map: UTA TRAX and Frontrunner – a plea for good transit map design

April 17, 2013
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Following on from yesterday’s post, here’s an unofficial map of Salt Lake City’s TRAX and FrontRunner rail system. I’ve feautured another unofficial map of this system previously (December 2012, 3.5 stars), but this one is interesting because it contains a message seemingly aimed at the UTA, almost pleading for better map design. It reads:

This map was created by CLF as an attempt to show how a UTA rail map can be laid out clearly while avoiding unnecessary bends in the lines, and extra lines connecting station names with the station dots.

Transit maps should be simple and easy to route.

For clarity, some station names that had only only numbers were replaced with an hypothetical neighborhood name.

The lines were drawn for black-and-white printing and accessibility for the color-blind.

In the grand scheme of things, this map is really pretty standard – there’s nothing truly memorable about it, nor is the design particularly outstanding – yet it’s still streets ahead of the current official map. The extra space afforded to downtown SLC works wonders for clarity and usability – gone are the ugly lines pointing to stations from awkwardly placed labels. The labelling could still use some work – different sizes of type are used, and the labels on the south-western leg of the Red Line could easily be set horizontally instead of at an angle. The tiny labelling of route names within their respective route lines is next to useless: another approach should be used to identify routes for color-blind users.

Finally, a tweet from the UTA in response to this map seems to suggest that things could get better in the future – here’s hoping!

Historical Map: “Opening Day” Washington, DC Metro Map, 1976

April 16, 2013
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Directly related to yesterday’s post, here’s an even older map of the Washington, DC Metro – this one is from an informational pamphlet released for the March 29, 1976 opening of the first part of the system, and is clearly dated at he bottom right.

Inexplicably, the Red Line is a dark burgundy colour, while the Orange Line is shown as red, even though they’re both clearly labelled correctly in the legend. How a printing error of this magnitude occurred is beyond me: with four-colour printing, you’d have to add about 40 percent more magenta ink to turn orange into red, and turning red into burgundy requires the addition of a lot of black ink where absolutely none should exist. Totally bizarre!

In another difference from yesterday’s map, you can see that neither Dupont Circle or Gallery Place are open for business yet.

Finally, long time correspondent Matt Johnson – who knows more about the Washington Metro than I ever will – has sent in some interesting information regarding some of the alignments shown on these old maps.  I noted yesterday that these old maps don’t have the distinctive kink in the Yellow/Green line near U Street – Matt tells me that’s because at this time there wasn’t planned to be one.

As shown, the plan was for the Green and Yellow Lines to continue directly north from 7th Street into Georgia Avenue (the northern extension of 7th Street) to Kansas Avenue and then on to the current alignment at Fort Totten. Later changes pushed the alignment across to 14th Street and then along New Hampshire Avenue to Fort Totten. And thus, a distinctive visual feature of the modern map was born (and here was I thinking that they put it in to accommodate the ridiculous length of U Street station’s current name!)

Matt also notes that the southern end of the Green Line was changed over time to something of a “hybrid” alignment. Originally, he says, the Green Line was to go to Rosecroft via Congress Heights. By the 1970s, that had changed, and the new plan was to send the line to Branch Avenue via Alabama Avenue, as shown on this map.

However, a lawsuit was brought that WMATA had not held public hearings in the DC area, and as a result a hybrid alignment was chosen. In DC, the line went via Congress Heights (as if it was going to Rosecroft). In Prince George’s the line headed for Branch Avenue. At the District Line, there’s a kink to connect the two different alignments.

Strangely, that kink only appeared on the official map with the recent Rush+ revision, even though it’s always physically been there!

Source: later in the same Subchat.com thread as yesterday

Salt Lake City UTA TRAX and FrontRunner: now officially the most embarrassing transit maps in the U.S.

April 16, 2013
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Seriously. Do they even care at all any more?

With the opening of the new TRAX light rail Green Line extension to the airport, the UTA has updated their website with new maps. Well, only partially, which is bad enough in itself. If you go to the System Maps page, you still get a combined pre-extension TRAX/FrontRunner map (reviewed here, Dec 2012, half a star). However, if you click on the TRAX or FrontRunner icons, you can get to the updated individual maps for each service as shown here.

These maps are… beyond appalling.

It’s painfully obvious to me that a low-quality JPG has been exported for each map, and the service that is not meant to be shown has been deleted in Photoshop using the eraser tool. And they’ve done a really bad job of it, too, sloppily deleting parts of route lines, station markers and labels all over the place. On the TRAX map, the Red and Blue lines inexplicably change to shades of grey through the city center, and a completely undeleted part of the FrontRunner route remains visible (also in grey!). Stations on the FrontRunner map that would interchange with TRAX still have their wider interchange markers, even though there’s no TRAX routes shown to interchange with.

Even the legend at the bottom of the maps have had the same treatment: there’s room for the three TRAX lines to slot neatly into place on the FrontRunner map and vice versa. I’ve overlaid these two maps on top of each other in Photoshop: they fit almost perfectly.

I recently said that designers shouldn’t work for free, but in this case, I take it all back. Please: can someone – anyone! – design a decent rail map for the UTA and make them use it, because this is is just pathetic.

ZERO STARS. 

Unofficial Map: Dallas-Fort Worth Rail Transit by Gabe Tiberius Columbo

April 16, 2013
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Gabe says:

I’ve been frustrated with the Dallas rail map for a while, and decided to make a comprehensive diagram of Dallas-Fort Worth rail transit.

Transit Maps says:

Simply put, this is a beautiful diagrammatic map and is far more visually attractive than the official DART map (August 2012, 3 stars). There’s a very elegant, restrained feeling to this: from the subtle grey background and typography to some excellent, slightly unusual colour choices for the route lines that work really nicely together. The way the Green and Orange lines interact with the Red and Blue is exactly what I wanted to see in the official map, and this treatment looks so much cleaner.

One could make a case for the inclusion of a few geographical features or major highways to give a better sense of scale and location, but – purely for route finding – the map doesn’t really need them, in my opinion.

The map’s not totally perfect: I don’t see a need for the smaller type for station names on the TRE and A-Train services: the thinner route lines already differentiate them from the main DART services, and the smaller type is somewhat harder to read. By the time we get down to the Amtrak routes and the M-Line Trolley, the type is almost ridiculously small.

There’s also a typo in the legend that references the “Fort Worth Transportaion Authority”.

Our rating: Excellent work that takes a completely different approach to the official map and does it very well. Four stars.

Fantasy Map: Victoria Integrated Transit Authority by Owen Lett

April 15, 2013
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Via: pw3n:

Introduction: This is a fantasy/proposed transit network for Victoria, BC, Canada. I’ve been working on this off-and-on since the summer of 2011. It’s been a long process because I’ve tried to make this work not only as a nice looking graphic, but also as a maybe, somewhat, kinda plausible and functioning transit network. No destroying entire neighbourhoods and no monorails. However, with that in mind, I should mention I have absolutely no background in urban or transit planning. I have a few transit books and I follow @humantransit. So if you do this for a living and I’ve just made your head hurt, sorry.

Full size map here.

Full System

This proposed system consists of 5 light rail lines, a single commuter rail line, and modifications to the existing Victoria bus network. For the most part I’ve tried to utilize existing right-of-ways and minimize the construction of new structures. All the light rail lines would be at grade, and mostly mixed with traffic. Some lines/sections would be closer to a streetcar/tram than light rail, but the definitions of these types of system are getting a little blurry.

Line A

This line is very close to the existing Victoria Regional Rapid Transit proposal. I have made some changes though. South of Hillside, I choose an alignment of Government Street. Government Street between Yates and Wharf is almost already a pedestrian mall and I think it would be less obtrusive to put rapid transit down this corridor.

The existing proposal seems to favor the Galloping Goose trail, parallel to the Trans Canada Highway. To me this seems like the best corridor, but I’d be really curious to if they retain the trail or not. I’d love to see the trail kept because if there’s anything I like more than transit, it’s cycling.

The downtown terminus station would involve repurposing the Crystal Gardens. I have no idea if the engineering would work, but it’s such a great building and it seems sadly underutilized.

The Bay Street station would be north of Bay, and a bus loop would be built in one of those car lots between Government and Douglas. It’d be a major transfer point for bus routes and future LRT routes.

Lastly, I think the Wilfert station is probably going to be the least utilized in the entire network (I think it only exists for the casino).

Line B

This would be the second line built. It basically replaces the 4, which apparently is one of the busiest routes in the city. I looked at a bunch of different routes from downtown to UVic. To me, this one was the most plausible. It served multiple regional centres (Quadra Village, Hillside Centre, Camosun College and UVic), Hillside had the widest right-of-way, and the grades seemed the shallowest. I think it would be possible to run this line on its own right of way along most of Hillside, but it would probably need to run with mixed traffic along Foul Bay Rd.

Also I expect there would be a lot of NIMBYism in Oak Bay about this line.

Line C

A crosstown line that replaces the western part of the 6 route. It also historically mirrors some of the old Victoria streetcar network from the earlier part of the 20th century.

The downtown section would run along Yates Street because, again, I think it has the widest ROW. Convert Yates to two-way traffic, and do the same to Fort. It’s probably too late now, but it’d be great if the rebuilt Johnson Street bridge had space for tracks. Otherwise, it’s going to need its own bridge (or tunnel) over (or under) the inner harbour.

There are two eastern spurs, mostly because I couldn’t decide if the Royal Jubliee hospital or Oak Bay Village was more likely to generate more passengers. 

Line D

This one is probably the least plausible line. It’d certainly be hard to build in sections.

The eastern end runs along McKenzie, alleviating bus services running crosstown to UVic. McKenzie has a nice wide ROW for most of its length, but it’s also a very, very busy street. Taking vehicle lanes away would probably be problematic. And then getting from Quadra to Uptown is also problematic. The most direct route would be along the Lochside trail, but I really don’t want to destroy this trail either. It would take some effort to keep both the LRT and trail.

I’m not sure if there’d be enough passengers to justify running two lines to the West Shore.

Lastly, the extension to Royal Bay is would be entirely dependant on whether or not Royal Bay actually gets developed. But this would run parallel to the Veteran’s Memorial Parkway.

Line E

This line is the least necessary line, but also would be easy to build if you wanted to build something down the median of the Pat Bay Highway. It’d alleviate some of the passenger load on the 6 bus route at the north end, plus provide connections to buses to the Saanich Peninsula.

Ideally I’d like to see a rail line up the Peninsula, but finding the right route that connected all the population centres was difficult to pinpoint. The old V&S doesn’t serve Brentwood bay and the old Interurban line doesn’t serve Keating X Road.

Line N

Utilizing the old E&N rail corridor, this would be a Train-Tram line. Vehicles would be able to use the street-level tracks in the city, but would operate more like a commuter train otherwise. This service would probably only run during peak hours. The Bastion Square terminus station would be in place of the current Yates Street parkade (unless its cheaper to tear down/repurpose something else nearby).

Frequent Transit Network

Many of these routes already are close to, or already run at, 15 minutes or sooner (though not seven days a week). A few new routes have been created because the rail network has severed some connections. The 5 is the southern portion of the 30/31, the 20 is the western end of the 14, and the 23 is the rest of the 11.

Conclusion

It’s just a dream, but I welcome any feedback/comments/anger via this Tumblr or Twitter.

Phew! That’s a pretty comprehensive overview of an imaginary transit system there! Having only been to Victoria for four hours on a very wet, rainy and cold December day a few years ago, I can’t really comment on the feasibility of all this.

Fortunately, the map looks great: a nice combination of diagrammatic route lines and stylised geography that works really well together, although the type for the bus route labels seems a little small to me. The dramatic circular loops that the buses take around the Medical Sciences light rail station seem a little at odds to the style of the rest of the map at first, but I can see from Google Maps that the road really does transcribe a perfect circle through the university campus there.

Great work!

Historical Map: Washington, DC Metro Map, 1977

April 15, 2013
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As you may know, I’ve had a lot to say about recent iterations of the Washington, DC Metro Map (Rush+ map review, draft Silver Line map review), but how about a look at where it all began?

This is a Metro map from March, 1977 – about a year after the system first started carrying passengers. At first glance, it looks very similar to today’s modern map… but then you realise that the only section that’s actually in service is the Red Line between Dupont Circle and Rhode Island Avenue, denoted by black outlines around the station circles, rather than the plain white circles used for future stations.

The uncanny resemblance to today’s map comes about because the whole system shown here – up to and including the opening of the Green Line segment to Branch Avenue in 2001 – was planned for right from the start of the project. If you look closely, there are actually quite a few differences: the Blue and Yellow Lines south of Pentagon are reversed from today’s configuration, and a number of station names have changed from these initial plans. Bigger visual differences include the lack of the kink in the Yellow/Green line around Columbia Heights and a much greater sense of visual clarity: short station names (note that it’s only “U Street” here!) and no secondary information like cross streets, hospitals or timetable/routing callout boxes give the map room to breathe. While not quite the mimimalist classic that Massimo Vignelli’s New York Subway map is, this version of the map is definitely far more deserving of the “iconic” tag than its modern descendants.

Our rating: An unadulterated look at the far superior original concept. Four stars.

Source: Subchat.com thread about the map: the thread originally dates the map to March 27, 1976, but later revises it to March 17, 1977 because of the stations that are shown as being open – Dupont Circle and Gallery Place stations opened after the rest of the Phase I Red Line stations)

Historical Map: Circular London Underground Map Sketch, Harry Beck, c. 1964

April 14, 2013
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For those who thought that the two circular London Underground diagrams I featured earlier this year — by Jonny Fisher and Maxwell Roberts — were a completely modern twist on an old classic, here’s a reminder of just how forward-thinking Harry Beck really was.

This is a sketch, dated to 1964 at the earliest (due to his adoption of Paul Garbutt’s dot-in-a-circle device for main line interchange stations), that presents the Circle Line as a perfect ellipse. Quite a stunning contrast to his usual rigidly rectilinear diagrams, if perhaps ultimately not a huge improvement — much as the two modern maps are exercises in design, rather than a replacement for the original. Note also that this beautiful sketch is entirely hand-drawn: not a computer to be seen in it’s creation.

Source: Scanned from my personal copy of Mr. Beck’s Diagram by Ken Garland, Capital Transport Publishing, 1994)

Photo: BART Map Mosaic, Near MacArthur Station

April 11, 2013
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An altogether lovely little piece of public art on an otherwise unremarkable trash can. Interestingly, this simple little map still attempts to show the part-time service on the Richmond/Millbrae line south of Daly City.

Source: Jef Poskanzer/Flickr