Maps

more maps of your freedom: job access and transit

Posted on April 24, 2014 in Access, Maps, Mobility, New York City

The Regional Plan Association, the New York-region planning think tank, has produced a great new map as part of their Fragile Success report:

http://fragile-success.rpa.org/maps/jobs.html

This map takes the travel time methodology regular readers of this blog know well, but then within that area of access shows all of the jobs, categorized by sector, as a dot density map. The effect is to visualize the quantity and number of jobs that can be reached from a give point in a given time, by walking, transit, cycling, or driving. The map is also able to quickly calculate the number of jobs inside the AM peak travelshed on the fly, and even allows the user to toggle on and off different job classifications. If you want to see all of the education jobs within a 30 minute walk of a given location, now you can.

To revisit a 2012 post, this sort of map of personal mobility is useful for two reasons:

Helping people and organizations understand the transit consequences of where they choose to locate, and thus to take more responsbility for those consequences. This, over time, can help people who value good transit to locate where transit access is good — something that's very hard to discern from a typical bus map but that becomes very obvious here. You can even assess access to specific things that you value, based on exactly where the blobs are.
Helping people visualise the benefit of transit — access to your city — as a freedom, and thus to understand more clearly what transit does for them. It broadens the narrow notion of travel time – which is often understood for only one typical trip — into a picture of your options for accessing all the things you value. The percentage of a city's resources (jobs, housing, retail etc) that is in the blobs for a particular location could also form the basis for a meaningful Transit Score that could replace the technologically biased scores now used by WalkScore.com.

email of the week: googling your freedom

Posted on February 3, 2014 in Legibility, Maps

From Jeffrey Bridgman:

Google maps is showing me my freedom to stay a bit more and chat now.
It says that this route runs every 15 minutes from 5am to 11:30pm, which means if I get talking with someone, I don't care that I'm missing the 8:27pm bus since there'll be another one in about 15 minutes. That's a great improvement from the "Catch the next bus at 8:27" directions it used to tell you.

I think we're just seeing the beginning of this. We don't just want directions, we want options!

holiday map immersion

Posted on December 24, 2013 in Chicago, Houston, Maps, Portland

If you're hiding with your laptop in the laundry closet because an ancient family argument has broken out over holiday dinner, it's a great time to geek out on how fast mapping is changing. Go over to Atlantic Cities and explore Emily Badger's great overview of 10 ways that mapping has evolved over the past year.

My favorite: I usually try to be race-blind in my thinking about transit and cities, but I have to admit I was absorbed by Duncan Cable's Dot Map of Everyone in the US, which is color coded by ethnicity. Not really everyone: You can't zoom in to find your personal dot, but it's still a magnificent rendering of how dot-crowding conveys density on a map more naturally than shaded zones. Chicago, for example, displays pie-slices of single-ethnicity neighborhoods (blue is white, red is Asian, green is African-American, orange is Latino/Hispanic), but you can also see where the borders are soft, where they're hard, and where highly mixed areas exist or are emerging:

Houston, where I'm working now, is also made of pie slices, but the colors are more muted, indicating more mixture almost everywhere. Near the center of this image, the greater Montrose and Heights districts are rainbow pointillism. The Asian node in the south is student areas near Texas Medical Center.

And my home town, Portland, with downtown on the far left (as it is), showing the new concentric-circle pattern, as lower income minorities (because of income, rather than race) are forced to settle on the fringes of the old city (top edge and far right) or what we'd now call "inner ring suburbs." The bike-and-transit-friendly city you've seen pictures of is mostly white with small dashes of color. The exception is downtown, which still has a mix of housing types tending to both income extremes, and the continuing black presence in the neighborhoods straight north of downtown even as these gentrify. (As a small child in 1970 I remember seeing a cover of the local free weekly that showed a hand drawn line around this district with the title "Red-lining the Ghetto," about the impossibility of getting loans to buy or improve homes in that area. Now, it's on fire with higher-end redevelopment.)

Of course these are also fascinating simply as density maps. Did you know that Oregon cities have had Urban Growth Boundaries since 1972? The hard edges show around many Oregon cities … Here's the north edge of Portland's western suburbs (the "Silicon Forest"):

For contrast, here's a same-scale image of the north edge of Clark County suburbs, just over the river in Washington:

Washington loses farmland to development much more rapidly than Oregon does. It makes a difference.

In the end, what I love most about these maps is that they're beautiful. As in art, patches of a bright color are beautiful, but so are intense mixtures of color. So I look at these maps and feel good about both single-ethnic communities and mixed-ethnic communities, and my eye enjoys the patterns of density, hard edges here, soft there, even more. These maps take an emotive kind of diversity and render it as serene. The perfect geek-out for serene holidays.

should transit maps be geographical or abstract?

Posted on November 7, 2013 in Frequent Networks, Maps, San Francisco, Washington DC

In some agencies, it goes without saying that transit maps should be geographically accurate. Many agencies follow San Francisco Muni in superimposing transit lines on a detailed map of the city:

But research out of MIT suggests that we really need to see network structure, and that requires a degree of abstraction:

By putting alternate versions of the New York and Boston subway maps through the computer model, the researchers showed that abstract versions of the maps (as opposed to geographically accurate versions) were more likely to be easily understood in a single, passing glance.

Here's their example:

Geographical accuracy obscures network structure. Purely geographic maps show where service is but not how it works.

This is why a number of best practice agencies publish both kinds of maps, sometimes even presenting them side by side. The geographic map helps you locate yourself and points of interest in the city, but you need the structure map to understand how the system works.

All this is even more urgently true for bus network maps, where complexity can be crushing to the user. When we streamline maps to highlight key distinctions of usefulness such as frequency, we often have to compromise on geographic detail. Obviously the best maps fuse elements of the two, but you can always find the tradeoff in action. The new Washington DC transit maps, for example, highlight frequency (and show all operators' services together) but there's a limit to the number of points of interst you can highlight when keeping the structure clear:

frequent network maps: the challenge of one-way pairs

Posted on October 13, 2013 in Frequent Networks, Maps, Washington DC

One-way splits — where the two directions of travel are on different streets — are often the scourge of transit: on the map, for example, they appear to cover more area than two way service, but actually serve less. And they certainly make transit maps confusing:

Still, they're frequently mandated by one-way traffic couplets. Those, in turn, are usually mandated by the goal of flushing traffic through a city, though there are cases, notably Portland, where one-way couplets are perfect for creating an intimate and walkable downtown.

Transit agencies may not be able to avoid one-way couplets, but they can control how they describe them and think about them. WMATA (and its map designer, CHK America, have made a major step in their new network map. We covered the development of this mpa previously. Here's what it looks like today:

Red represents the most frequent bus lines, blue the infrequent ones, and black the DC Metro system. Other colors are used to depict services of other transit agencies. This basic, clear symbolization quickly communicates the relative importance and usefulness of each type of service.

Marc Szarkowski, who contributed his own frequent network map of Baltimore to the blog last week, asks: how do we show a single route that runs as a two-way couplet on separate streets, without introducing too much clutter or confusion?

Marc writes:

I think they can work if presented effectively, but overall I often find them confusing, especially if I'm taking an unfamiliar route to an unfamiliar area (all the more you have to remember, particularly if you take multiple such routes). For example, whenever I ride a bus to an unfamiliar area, I tend to assume that the stop I get off at in one direction is just as good for boarding in the other direction. It's frustrating to return to the stop just to discover that you have to walk a block over (or sometimes more: see the 10 in West Baltimore!) to catch the same route in the other direction.

WMATA's map uses one line to show both branches of route, and labels either side with the couplet streets. This effectively reduces the amount of clutter on the map, but also excludes which direction the bus travels on each street. This information is less crucial in the case of the B2 shown left, where no other routes travel on the same pair of streets, but where multiple routes use the same streets, in different patters towards different destinations, combining paired one-way streets can become very confusing. Marc's map does not employ this method of simplification for the same reason:

In Baltimore's case multiple overlapping routes were sometimes offset across a series of three or more one-way streets; i.e. Route 1 up on street A and down on B, Route 2 down on B and up on C, Route 3 up on C and down on D, and so on

Ultimately, desiging this type of a map is about balancing information density and comprehensibility. The user needs to know that line B2 runs on both 14th and 15th streets, but for a map at citywide scale, it may be more important to communicate that B2 is a frequent line serving a long, straight corridor on the eastern side of the city. The map already distorts direction and the exact shape of the streets in favor of a simpler visual effect. WMATA's map uses the same approach to one-way street pairs, downplaying accuracy in favor of ease of use.

frequent network maps: baltimore

Posted on September 26, 2013 in Baltimore, Frequent Networks, Maps

Another unofficial frequent network map, this time via Human Transit reader and Envision Baltimore contributer Marc Szarkowski:

Baltimore Frequent Network

You can see the full size version here. This map uses color to differentiate between linear and loop routes, and line weight to denote frequency. Compare this to MTA's current system map, showing the same part of the city:

Existing Baltimore MTA map

MTA's map uses a variety of colors to depict individual routes, but without assigning them significant qualities (though green and blue appear to be reserved for different kinds of commuter expresses). The seemingly arbitrary assignment of colors to local routes creates a cluttered, confusing visual effect, and obscures the quality of service provided by each route.

On the other hand, Marc's map distinguishes which routes on which roads provide which level of service, using a simple 5-color scheme differentiating linear and circulator routes, rail, rapid bus, and ferries. Frequent service is clear as a dark wide line, with its color indicating technology. This visualization is very information-rich, offers a clear improvement to the MTA map in its utility as a description of the service available to MTA riders.The image below is a snapshot of the legend from this map:

Marc writes:

The radial nature of the network is also why I decided to group services into a limited color palette, like the WMATA map. Originally I intended to assign each route its own color, as in the Leeds or Portland maps, but so many routes crowded together in so many areas as they headed downtown that it was difficult to fit the whole "spectrum" on certain streets/corridors. (I think this is why even the MTA regional map, which does use a wider color range, still has to resort to using a single line for all buses in central Balto.) If the network was more emphatically organized on a grid, as you advocate, assigning individual route colors would be a lot easier since the map wouldn't have to display as many redundancies.

In the image at left, for example, the visual prominence of the blue lines for Route 5 clearly communicate its higher level of service, compared to Route 91 several blocks north. The directional arrows attached to the route labels are also a nice, unobtrusive touch; transit maps can often become unecessarily cluttered with these symbols, particularly in systems with many looping routes. Marc's map does a nice job of providing this necessary information at a relatively low level in the visual hierarchy.

Intelligently designed maps like this one show opportunities for connection, and the relative importance and usefulness of the system's transit routes These maps work by exposing the degree of freedom of mobility available to a transit rider.

boston: revealing the beauty of the useful bus

Posted on June 12, 2013 in Boston, Maps, Simulation

There seems to be no end to the uses creative people can find for NextBus feeds. This from Bostonography:

Screenshot of MBTA Bus Speed Map. Live version available at : http://bostonography.com/bus/

This map shows point-to-point speeds for MBTA buses across the Boston area. Like a stoplight, red lines are the slowest, green are the fastest. While the content of the map is unsurprising (freeways and tunnels make up the fastest segments, downtown streets and major intersections the slowest), this type of visualization is valuable because it takes the seemingly mundane function of a complex transit system and transforms it into a beautiful, comprehensible piece of art.

When we talk about beauty in transit, its easy to get stuck on the characteristics of the vehicles themselves: that shiny streetcar, or the sexy new buses for a branded express service. Properly displayed by someone with a sophisticated design sensibility, the mobility and access that a transit system can provide comes into focus as a dense latticework of possible trips. Local bus service might seem mundane when seen on the street, but visualized in terms of its utility as a system enabling people to get where they are going, it can be be a thing of beauty.

real-time transit mapping: watch your system in motion

Posted on May 22, 2013 in Frequent Networks, Maps, Simulation

Many transit agencies subscribe to the idea of "Open Data", publishing bundles of information on the system. These feeds contain data on stops, routes, arrival times, fare information, headways, and other pieces of useful data. Even more interestingly, these feeds often have buried within them the ability to access vehicle GPS data, which provides the ability to find out where a transit agency's vehicles are in near-realtime (limited by the speed at which these location queries can be returned).

Developers have long used feeds published by transit agencies for trip planning applications, which are useful in the extent that they can tell you when you need to be at your stop to get to your destination. However, this information source has always contained within it the potential for much more emancipatory uses. Recall Nate Wessel's guest post here on the shortfalls of Google Transit.

Recently, an innovative new use of this technology has begun to be deployed. In Portland, Seattle, London, San Francisco, and perhaps elsewhere, developers have taken the data provided by transit agencies and done something revolutionary: drawn maps of where all the transit vehicles are at any time.

http://www.pdxlivebus.com/

Obviously the image above is a still from a map whose utility depends upon its continual movement- I encourage you to visit the site to see for yourself. A consistent symbology seems to be emerging, where two colors represent inbound and outbound service – in this case red is going out, and blue in – with separate colors representing the different technologies present on the map.

Browniefed over at github explains how this all works:

Buses are using short wave radios to transmit there position. They currently send updates every 30 seconds, and TriMet sees the update about 3 seconds later. Each bus gets a turn sending it's position and works like a tolken ring network. Previously it took 90 – 130 seconds and if a bus missed it's turn then it would be double that time (meaning for 1-5 minutes they would not know the position of a bus)
Buses do not actually send GPS coordinates back, what they do send is distance traveled along their trip. They do use GPS but primarily they are using the odometer for tracking position. There is also a door sensor, to verify that a bus is at a stop. There are all sorts of calibration issues with the odometer and drivers have reported that the vehicle is not updating its schedule adherence until the door opens.

So this is cool, but is it useful? How does having access to the realtime position data improve the user relationship with the transit system? These maps don't give any indication of how soon a bus is coming, or how long you will have to wait for it. They don't tell you where the bus is going, beyond showing the position of the next bus up the line. Of course there is no way to determine the time interval between your stop and the position of the bus icon. As a trip planning tool, live bus maps are next to useless.

However, as a method of communicating the shape of the entire network, live bus mapping does something very interesting. It translates frequency into a very simple unit- number of buses. A map reader can see very easily which parts of the city have a lot of buses, and which have few; which places have overlapping services or an interlocking grid, and which are provided only infrequent lifeline routes. Perhaps this technology could someday be integrated or displayed alongside isochrone visualizations as part of a map of the freedom of mobility afforded by a system, but to my eyes, for the moment this is a very technically accomplished curiosity.

google maps wants you to see all your transit options

Posted on May 21, 2013 in Frequent Networks, Maps

Google Maps is slowly unveiling a major update (sign up here), including an upgrade to the transit function of the map. There's been plenty to criticize in the existing trip planner Google has offered for years, which Nate Wessel's guest post here in April summed up well. In short, trip planners tell you how to get from an origin to a destination, but they don't do much to reveal the broad scope of your transit mobility in a city.

I haven't yet had the chance to test the update myself, but it looks as though Google is at least moving in the right direction. Ask the new Google Maps for transit directions, and rather then routing a hypothetical "shortest trip" which often relies on impractical connections between low-frequency services, you'll get several alternatives based on the best frequency over the longest span of service. It also (finally) accounts for lines whose paths duplicate service over a section of a trip. Not only are the alternatives put on the map, but there are some clever trip visualizations, too.

http://maps.google.com/help/maps/helloworld/desktop/preview/

What's more, Google is also starting to understand the utility of giving users access to the universe of possible trips from a single origin. The screenshot below shows two lines available from a station in London, but its worth noting that plenty of other lines are also visible.

http://maps.google.com/help/maps/helloworld/desktop/preview/

Bruce over at Seattle Transit Blog has a smart take on this:

Guidebook routing more closely reflects the way the vast majority of people actually use transit, prioritizing frequency and span of service on generally-useful routes over infrequent one-seat rides that just happen to provide doorstep service. Its works best, of course, in transit systems full of truly high-frequency, reliable all-day routes, but to the extent that we have such service here, the same ideas apply.

Google Maps is one of the most important methods people use to learn how to make trips using transit. To date, it has offered a bare-bones trip planner which might be somewhat useful in making an individual trip, but with very little information about the system beyond what its algorithms (sometimes seemingly arbitrarily) determine is the best way to get somewhere. While this isn't quite the automatically generated frequent network map I called for here, Google is finally incorporating frequency as a critical part of travel directions.

how google (or you) could change the game

Posted on April 8, 2013 in Frequent Networks, Legibility, Maps

Google could transform how many people experience transit in about 15 minutes. Well, maybe a few days. They have the tools to do something that's a big effort for the transit agencies: Frequent Network maps.

But in fact, any app-maker could do it too.

Nate Wessel's guest post, on why trip planners can never replace or substitute for maps, gives us the clue.

For the last three years, this blog has been preoccupied with the visualization of frequency. Frequency is freedom. Reducing the wait is the essence of what makes transit resemble the freedom we associate with cars, and it's also crucial to allowing multiple lines to function as a network.

As this comes to be better understood, the concept of frequent network mapping is gradually spreading through the transit industry. I first made the case here, and explored some details here. The idea is spreading. If you don't believe me, just explore this blog's Frequent Networks category (let me know if you encounter other examples I should feature).

Frequent lines are so special — as the network useful to busy people who can't build their lives around a timetable — that they need to stand out. If you haven't seen a map of the Frequent Network in your city, I contend that you really don't understand how your transit system works. As I argue at the links above, frequent network mapping can be transformative in helping people understand how a transit system actually functions, and why frequency is worth caring about.

As Nate argues, and as I argued a few years ago, no trip planner will ever substitute for maps. What's more, no map of a single trip we care about will substitute for a map that actually shows you the network, just as most of us need to see maps of our city. The Frequent Network is especially crucial to see, and not just for the general public. Powerful people form ideas about transit from looking at maps, and if they can't see frequency, they are being misled about how the network works.

Still, it takes time for ideas to penetrate a transit bureaucracy. Google, though, could do it tomorrow, by just setting up a little interface that reads midday frequencies out of the timetable data they already have, and draws a Frequent Network map. OK, quick automated mapping is often ugly. It might take a few weeks to make it beautiful. You might also want to give the user control of the frequency threshold. Service every 15 minutes is frequent in Phoenix but not in San Francisco.

Actually, it doesn't even need Google. Given public GTFS feeds, anybody can build this app, right?

Imagine arriving in an unfamiliar city and wanting to see where you can get to easily on transit. Or imagining thinking about a location decision, and wanting to make sure there's frequent service there, going to the places you go. Simplistic tools like WalkScore's Transit Score won't help you! You need to see the network yourself.

Imagine that the resulting map is so useful that it comes to replace the convoluted transit information in most travel guides, which can't do much more than draw a map of a subway system, or give you a bunch of phone numbers if there isn't one. Tourists, too, don't like waiting long.

What am I missing. If this makes sense, give me some credit for the idea, and take it away.

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