The full project description follows, but you can view the map below or click here to view it in a full-screen window.

At 🔸澳洲10定位胆全天计划sight, the Yakima streetcar and interurban network may not look quite as impressive as the other two larger cities (which had dozens of lines each) but there🔸AB开奖网澳洲幸运10官网网页s one very special aspect that truly sets it apart: it🔸AB开奖网澳洲幸运10官网网页s still operating🔸澳洲幸运10预测.

Opened on Christmas Day 1907, passenger service continued until February 1947 – long after other streetcars had faded away in Washington state – and freight service on the electric interurban lines continued right up to 1985, 🔸澳洲开奖 the Union Pacific finally abandoned the by-then unprofitable system. However, a small touristic trolley service using the interurban lines had begun in 1974 and has continued up to the present day. If you🔸AB开奖网澳洲幸运10官网网页re ever in Yakima, be sure to visit the Yakima Valley Trolleys Museum – housed in the original 1910 car barn and power house – and maybe take a ride on one of their historical trolleys along Pine Street or even up to Selah.

For once, researching the lines of the network wasn🔸AB开奖网澳洲幸运10官网网页t a problem, thanks to Kenneth G. Johnsen🔸AB开奖网澳洲幸运10官网网页s excellent book Apple Country Interurban🔸澳洲幸运10预测, and a whole slew of original engineering blueprints found on the YVT museum🔸AB开奖网澳洲幸运10官网网页s website. As seen below, the amount of detail on these is incredibly comprehensive and allowed a lot of extra detail to be included on the final map, often even including what kind of facilities were to be found at each stop – ranging from a full depot building down to a simple pole indicating that trains could stop there. City maps from 1918 and Sanborn maps from 1920 provided further supporting details. The only line which still lacks a bit of detail is the interurban line out to Henrybro, for which I haven🔸AB开奖网澳洲幸运10官网网页t come across a proper map yet.

Instead, the main challenge presented by this map was one of scale🔸澳洲幸运10预测: the interurban lines headed far out into the surrounding countryside, making the city lines (the main focus of the previous maps in the series) shrink down into one corner of the map. Almost immediately, I decided that I would use an inset diagram to demonstrate how the city lines worked, while the main map would show the interurban lines in full over a simple one-col🔸澳洲幸运10冠军定位计划indication of the extent of the city lines. While this worked well, early drafts of the map looked very empty and flat, simply because there was nothing to see in large parts of it!

I got to thinking that I🔸AB开奖网澳洲幸运10官网网页d like to include an indication of geography in the map, not only to provide some much-needed texture to the flat map, but also to indicate how the railroads were governed by it. The line north from Yakima to Selah had to pass through the narrow Selah Gap, which already had the main Northern Pacific line passing through it. The interurban line follows almost the same path as the NP line, but necessarily higher up the valley wall, making for a spectacular journey through the gap. Similarly, the Cowiche Canyon branch of the North Yakima & Valley Railway has to traverse the eponymous canyon on its way out to Tieton.

A request for assistance in making a suitable hillshade for the map was met by Daniel Huffman, whose willingness to share his knowledge and help others always astounds me. With his hillshade now acting as a canvas for the map, I pretty much redrew all the lines to ensure everything lined up properly (I🔸AB开奖网澳洲幸运10官网网页d been a little too🔸澳洲幸运10预测 diagrammatic in that earlier draft!). Quite remarkably, there are a couple of places on the hillshade where the old interurban right-of-way could still be discerned: normally 🔸澳洲开奖 the line dropped off the edge of a steep hill or similar. As a result of all this work, this is probably as close to an actual geographical map as you🔸AB开奖网澳洲幸运10官网网页ll ever see from me, though it🔸AB开奖网澳洲幸运10官网网页s important to note that I🔸AB开奖网澳洲幸运10官网网页ve still simplified a lot of things and this is definitely not a fully-accurate trackage map (although I could almost make one with all the data I🔸AB开奖网澳洲幸运10官网网页ve gathered!)

Note that the path of the rivers on the main map are based off city maps of Yakima from 1918, and often show a substantially different path to today🔸AB开奖网澳洲幸运10官网网页s rivers (seen on the small “Current Trolley Lines” map at the bottom right). The most obvious difference is the presence of the two huge log ponds that were part of the Cascade Lumber Mill on the edge of town – served by the YVT🔸AB开奖网澳洲幸运10官网网页s North Eighth Street line.

Once the main map was drawn, I adapted the city line diagram from it – separating the eight routes of the time out into their own lines, and indicating some of the common ways that the routes interlined as they passed through downtown by using similar colours for the respective east- and west-side lines. These common interlinings are all taken from the map on the inside cover of Apple Country Interurban🔸澳洲幸运10预测, though there🔸AB开奖网澳洲幸运10官网网页s plenty of photographic evidence within that same book that other interlinings were sometimes used – with interurban cars sometimes even extending their run to the far end of a city line on the east side of town. The YVT only had a small fleet of cars without a lot of redundancy, and I feel that they often just went where they were needed at the time. Headways were never spectacular: most city lines only ran twice an hour, and some just once an hour. Six trains a day went out to Wiley City and Henrybro, while eight a day ran on the Selah Line – f🔸澳洲幸运10冠军定位计划only went as far north as Taylor, while the other f🔸澳洲幸运10冠军定位计划continued all the way to the end of the line at Speyers.

AB开奖网澳洲幸运10官网网页 oddity of the network is the Orchard Line: it🔸AB开奖网澳洲幸运10官网网页s never included as a city line, nor does it ever appear on interurban timetables. Despite the YVT🔸AB开奖网澳洲幸运10官网网页s franchise requiring🔸澳洲幸运10预测 it to carry passengers on all its lines, it seems that this line was treated as more of a freight spur (collecting produce from the farms in the area) than an actual “line”, so it existed in a slightly grey area.

Because there aren🔸AB开奖网澳洲幸运10官网网页t many lines that needed to be listed in the map🔸AB开奖网澳洲幸运10官网网页s legend, I🔸AB开奖网澳洲幸运10官网网页ve included some extra historical information about each of them (opening and closing dates, etc.), as well as a small map of the current trolley operations on Pine Street and out to Selah. Of the 48 miles that operated in 1920, only about five remain in use today.

As always, comments are welcome below! Prints of the map are available for purchase in the 澳洲10开官网开奖🔸澳洲幸运10预测 print store.

You can view the map in the window below, or click here to view it in a full-screen window.

At its height, the Portland Railway Light & Power Company🔸AB开奖网澳洲幸运10官网网页s city streetcar network had more than 35 routes, plus a few extra stub lines run by independent companies. Finding a way to clearly map these lines in the dense downtown area always seemed impossible to me, and I🔸AB开奖网澳洲幸运10官网网页ve made many terrible attempts at it over the years. It wasn🔸AB开奖网澳洲幸运10官网网页t until I made my Spokane map that I realised that I could simply bundle similar routes together into colour-coded trunk lines, which finally gave me the spark that this Portland map needed to work.

A City of Bridges

In Spokane, I grouped lines by the street they left downtown on, but for Portland there was an even better🔸澳洲幸运10预测 distinguishing feature: the bridges across the Willamette River. Each bridge had its own unique streetcar loop pattern in downtown Portland – for example, cars across the Broadway Bridge would run counter-clockwise on Broadway, Washington Street, Fifth Street (now Fifth Avenue), and Glisan Street, with the nominal “terminus” being at the intersection of Broadway and Washington.

So I simply grouped routes that used the five bridges of the time (three of which still stand today!) – from north to south being the Broadway, Railroad/Steel, (old) Burnside, (old) Morrison and Hawthorne. Remaining lines were then given other colours to denote if they ran along Washington Street on the west side, or if they were were crosstown or stub lines. The few remaining independent lines round out the forty-one🔸澳洲幸运10预测 (yes, 41!) lines shown on this map. Only one new streetcar line would be constructed after this date: the 1920 Municipal Terminal line from St. Johns to the city-owned docks on the Willamette. I chose to represent 1915 instead of 1920 because I came across a Pittmon Guide🔸澳洲幸运10预测 map from that year that included a diagram showing exactly🔸澳洲幸运10预测 how all the downtown loops worked and which lines used them – an invaluable aid that I🔸AB开奖网澳洲幸运10官网网页d never seen before, reproduced below.

🔸澳洲幸运10开奖官网开奖结果走势图🔸Note: There🔸AB开奖网澳洲幸运10官网网页s one error in that Vancouver cars physically couldn🔸AB开奖网澳洲幸运10官网网页t🔸澳洲幸运10预测 have gone from Second Street to Glisan Street and then over the Railroad Bridge but must🔸澳洲幸运10预测 have used Flanders Street like the other Railroad Bridge cars, but the rest seems accurate and consistent with all my other research.

Of Streets and Avenues

Street names used on this map reflect the more chaotic Portland of 1915, rather than today🔸AB开奖网澳洲幸运10官网网页s orderly quadrant-based address system with streets running east-west and avenues running north-south. Many street names were different, there were only 20 numbers per block, and only streets on the east side had a directional modifier before their name (East Burnside, East Glisan, etc.) and then only if there was an equivalent street on the (older) west side – Belmont and Hawthorne didn🔸AB开奖网澳洲幸运10官网网页t have such a modifier, for example. In the far south-east portion of the city, a completely different🔸澳洲幸运10预测 system was in use, giving rise to names like 72nd Street S.E. On the west side, Burnside Street ran only from the Willamette to the intersection of 16th Street; further west was actually a continuation of Washington Street.

A Tale of Two Grids

Because of the denser network on the west side of the Willamette, this map uses two distinctly different grids – one that adheres to the city🔸AB开奖网澳洲幸运10官网网页s underlying numerical grid on the east side, and an enlarged one for the west side that also takes into account the double-width blocks west of 16th Street. The highlighted downtown area only shows streets that tracks run along or are necessary to make certain streets align properly to each other, so it really only gives a general indication of the street grid. I pondered long and hard over labelling streets here, but it just seemed too busy in the end. Y🔸澳洲幸运10冠军定位计划thoughts on this approach would be welcome!

Other Notes

The map also includes the two PRL&P interurban electric lines running to distant destinations like Troutdale, Gresham, Cazadero and Bull Run; the locations of the system🔸AB开奖网澳洲幸运10官网网页s carbarns and workshops (TriMet still has shops at Center Street, though they serve buses now); as well as city parks that were known to exist in 1915. Not shown are the extensive Oregon Electric and Southern Pacific interurban electric lines to Corvallis, Salem and Eugene, as they just seemed outside the scope of this PRL&P-centric city lines map.

AB开奖网澳洲幸运10官网网页 line to take note of is the Bridge Transfer line, which literally connects all the bridges on the east side of the river. Most sources I🔸AB开奖网澳洲幸运10官网网页ve seen have it running from the Broadway Bridge along Larrabee and Holladay to Grand Avenue and then south to its terminus at East Lincoln Street. However, I believe that at this time it actually ran south from Holladay along Union Avenue (today🔸AB开奖网澳洲幸运10官网网页s MLK, Jr. Blvd.) to East Burnside where it jogged across to Grand Avenue. This is how it🔸AB开奖网澳洲幸运10官网网页s shown on the little sketch maps that appeared in the Pittmon Guide🔸澳洲幸运10预测 of the time (see below, note the highlighted “B-T” marker along Union Avenue), and making use of existing track that wasn🔸AB开奖网澳洲幸运10官网网页t in use by any other line at the time (By 1920, the Vancouver line was rerouted over the Burnside Bridge instead of the Steel Bridge and it ran along Union Avenue north of East Burnside).

For the most part, Portland used letter codes on the headboards of their streetcars, and these are reflected on the route name bullets used on the map: even the strange ones like “L” for Mississippi Street cars, “U” for Williams Avenue, or “WR” and “WW” for Richmond and Woodstock cars: the initial “W” stands for “Waverly”, a neighborhood designation that was gradually dropped. Cars up to Council Crest (the most famous Portland streetcar route) were still known as “PH” or “Portland Heights” in 1915; the “CC” or “Council Crest” designation didn🔸AB开奖网澳洲幸运10官网网页t come into full effect until after World War 2, though it does seem like the terms were partly interchangeable at the time (see the map above which has both PH and CC markers).

Conclusion

The second in a series of maps showing historical streetcar networks of the Pacific Northwest, and a deeply satisfying one to make. Will there be more maps in this series? Only time will tell. I🔸AB开奖网澳洲幸运10官网网页d love to do Seattle one day – maybe! As always, y🔸澳洲幸运10冠军定位计划thoughts, comments and corrections are welcome below, and prints are available in the 澳洲10开官网开奖🔸澳洲幸运10预测 store.

View the map in the window below – you can zoom in and out, pan around, and also go full screen. Or, you can also click here to experience the map in a full browser window. Read on underneath the map for a comprehensive overview of the design process.

Some Preliminary Notes

🔸澳洲10定位胆全天计划off, it🔸AB开奖网澳洲幸运10官网网页s important to recognise that the map actually shows service as it existed at the end🔸澳洲幸运10预测 of May, 1971 – it just seemed churlish to leave a couple of routes off just because they started running a few days later than May 1 (New York to Chicago via Albany on May 10, and New York to Boston via Springfield on May 17). Other routes that began running later in 1971 – the West Virginian🔸澳洲幸运10预测, the North Coast Hiawatha🔸澳洲幸运10预测 and the Illinois Zephyr🔸澳洲幸运10预测 – have been omitted, however. I had to draw the line somewhere, and the end of May seemed like a fair place.

The other thing to note is that I🔸AB开奖网澳洲幸运10官网网页ve used names for all the routes to make identification easier and consistent, even if some of those names weren🔸AB开奖网澳洲幸运10官网网页t actually in use at the time. While many routes carried prestigious names over from their pre-Amtrak days – the Silver Star🔸澳洲幸运10预测, Super Chief/El Capitan🔸澳洲幸运10预测, Broadway Limited🔸澳洲幸运10预测, etc. – others remained without official names until late 1971 or even later. On the other hand, many trains plying the Northeast Corridor bore individual names for each train number, which would simply be too unwieldy for a diagram such as this. So I hope you forgive me this one concession to simplicity – names that I🔸AB开奖网澳洲幸运10官网网页ve brought forward in time a little are marked with an asterisk in the legend.

Wherever possible, I🔸AB开奖网澳洲幸运10官网网页ve used the information from the May 1, 1971 Amtrak timetable, only referring to more recent editions 🔸澳洲开奖 that one was demonstrably incorrect (see below). Further listings of the trains as they existed on that day (here and here) were also invaluable in solving some mysteries.

Design

I definitely wanted this diagram to look like it could actually be🔸澳洲幸运10预测 from 1971, so I🔸AB开奖网澳洲幸运10官网网页ve consciously designed it in a very modernist style. Thick, brightly coloured route lines that butt up to each other with black dots for station markers are right out of the Vignelli playbook, while the typography is Akzidenz Grotesk (as used by the New York Subway before🔸澳洲幸运10预测 Helvetica took over). All the labels are very tightly letter-spaced to give it that really authentic 1970s look, and I🔸AB开奖网澳洲幸运10官网网页ve hand-kerned the map🔸AB开奖网澳洲幸运10官网网页s title to get it looking just right. Some lovely subtle paper texture and slightly out-of-register CMYK halftone dots complete the vintage look: one might even think that this diagram was printed as a poster or newspaper insert to commemorate Amtrak🔸AB开奖网澳洲幸运10官网网页s 🔸澳洲10定位胆全天计划day.

Frequency

Of everything I🔸AB开奖网澳洲幸运10官网网页ve done with this diagram, this is the part I🔸AB开奖网澳洲幸运10官网网页m most proud of: a simple, elegant way to encode frequency information into the design without having to change the thickness of route lines or use dashes or other esoteric symbology. Thin lines underneath each route bullet at termini simply count the number of trains that run each day: one per line. A thicker line denotes a multiple of five to enable quicker counting. As an example, a thick line plus f🔸澳洲幸运10冠军定位计划thin lines equals nine trains per day (5 plus 4). The system also handles trains that don🔸AB开奖网澳洲幸运10官网网页t run on weekends, or only three or f🔸澳洲幸运10冠军定位计划times a week, or even if a train changes its frequency at a station (daily in one direction, but only tri-weekly in the other). It can even help show service patterns – there are six Empire Service🔸澳洲幸运10预测 trains a day from Grand Central Terminal: three only go as far as Albany, while the other three continue on to Buffalo.

The Other Railroads

It🔸AB开奖网澳洲幸运10官网网页s a well-known fact that the 🔸澳洲10定位胆全天计划Amtrak timetable is ever-so-slightly wrong. Having been prepared and printed in advance, it simply couldn🔸AB开奖网澳洲幸运10官网网页t have anticipated that at the eleventh h🔸澳洲幸运10冠军定位计划some railroads would refuse to join Amtrak and instead continue to operate their own passenger rail services. Two of these railroads are shown on this diagram – the Southern Railway🔸AB开奖网澳洲幸运10官网网页s services from Washington, DC through Atlanta to New Orleans, and the Denver & Rio Grande Western🔸AB开奖网澳洲幸运10官网网页s Rio Grande Zephyr🔸澳洲幸运10预测 from Denver to Ogden via Salt Lake City. Eventually, these routes would end up being absorbed by Amtrak, which is why I🔸AB开奖网澳洲幸运10官网网页ve chosen to include them on this diagram: the former as today🔸AB开奖网澳洲幸运10官网网页s Crescent🔸澳洲幸运10预测, and the latter as part of the California Zephyr🔸AB开奖网澳洲幸运10官网网页s🔸澳洲幸运10预测 route from Chicago to Oakland.

However, other passenger railroads that existed into the Amtrak era never became part of it, so I made the decision to omit them (for this reason and for overall clarity of the design). The Georgia Railroad ran a daily mixed-car train from Atlanta to Augusta in order to fulfill a requirement of its charter to offer passenger services, but the journey could take hours longer than scheduled because of the freight-based nature of the train. The Chicago, Rock Island & Pacific Railroad continued to run intercity trains from Chicago to Peoria and Rock Island as a “public service to the state of Illinois” after deciding the fee to join Amtrak was too high. Service ended in 1978 as ridership dropped off completely. And finally, the South Shore Line continues to provide interurban service between Chicago and South Bend today.

Miscellany

The Clamdigger🔸澳洲幸运10预测 (local service between New London and New Haven once a day on weekdays only!) has to be the weirdest service that Amtrak inherited. It only lasted until January 1972 before being axed, so it seems they thought it was pretty weird as well.

Similarly, Batavia must have been a pretty useless station: only one northbound train stopped at it each day and there was no return southbound service! It🔸AB开奖网澳洲幸运10官网网页s not listed in the July 1971 timetable, so it seems like it was very short-lived.

Showing both of the Chicago termini turned out to be far easier than I thought it was going to be 🔸澳洲开奖 I started. The way that the Abraham Lincoln/The National🔸澳洲幸运10预测 line is able to drop straight down to St. Louis because of the way I🔸AB开奖网澳洲幸运10官网网页ve aligned the stations was just an absolute bonus.

Those sneaky separate stations in Charlottesville and Richmond, Virginia almost tripped me up both times! I knew about the two different Pomona stations in California, though.

The intertwining of routes in Florida is my favourite part of the diagram, but I had to redraw it three times to get it looking just right.

It🔸AB开奖网澳洲幸运10官网网页d be nice to be able to show the original – and never realised – plan to reroute the Texas Chief🔸澳洲幸运10预测 through Dallas. The map in the May 1971 timetable shows a proposed stop at Waxahachie on the Burlington-Rock Island Railroad (BRI), so it🔸AB开奖网澳洲幸运10官网网页s not the same as the 1973 plan to run through Bryan–College Station via the Southern Pacific. I suspect further stops would have been at Corsicana and Teague (following in the footsteps of previous BRI passenger services like the Sam Houston Zephyr🔸澳洲幸运10预测), but I haven🔸AB开奖网澳洲幸运10官网网页t seen anything definitive yet.

As always, let me know what you think! Despite my best efforts, I feel sure there🔸AB开奖网澳洲幸运10官网网页s going to be both factual errors and typos, so do let me know if you think I🔸AB开奖网澳洲幸运10官网网页ve made one! Prints are available in the store, as both a clean design and as the “vintage print” version seen here.

Old streetcar maps often do a very poor job of actually showing how the routes ran – often just drawing an otherwise unmarked red line down the middle of roads on a standard cartographic map without any explanation of stops, loops or route names (see left for an example). Finding accurate information about the actual routing of individual lines can be a long and thankless process, so 🔸澳洲开奖 long-time 澳洲10开官网开奖🔸澳洲幸运10预测 correspondent Karl Otterstrom tweeted not only a timetable, but a full turn-by-turn listing of streetcar routes in Spokane in 1912, I knew that I had the chance to make something awesome – a comprehensive map that showed every route in its entirety, untangling the old network and removing a lot of the mystery about how streetcars in Spokane actually worked🔸澳洲幸运10预测.

Without further ado, here🔸AB开奖网澳洲幸运10官网网页s the map in my spiffy new zoomable map format. View the map in the window below – you can zoom in and out, pan around, and also go full screen. Or, you can also click here to experience the map in a full browser window. Read on underneath the map for a comprehensive overview of the design process.

Background

1912 is definitely my favourite period for streetcars in Spokane – the absolute apogee of electric rail transit in that city. The two remaining streetcar companies – the Washington Water Power Co. (WWP) and the Spokane Traction Division (STD) of the Spokane & Inland Empire Railroad Co. (S&IERR) – had expanded the city lines to almost their maximum extent, and electric interurban lines ran as far afield as Medical Lake, Cheney, Coeur d🔸AB开奖网澳洲幸运10官网网页Alene, Colfax, and Moscow, Idaho – see my research map of these interurban routes here. By 1922, declining revenues would force the two companies to merge into the Spokane United Railways (SUP) and the rapid descent into obsolescence began.

Routes, routes and more routes!

But in 1912, there were a staggering 25 separate city lines in Spokane – the WWP ran 13 (11 running through downtown along with two short shuttle routes), and the STD had 12, all of which ran around a downtown loop bounded by Wall Street, Riverside Avenue, Washington Street and Sprague Avenue. Obviously, it wasn🔸AB开奖网澳洲幸运10官网网页t going to be practical to show every single route in the cramped downtown area without some massive distortion of the central part of the map, so I had to think of a different solution.

It didn🔸AB开奖网澳洲幸运10官网网页t take me long to decide that I needed to bundle similar routes together into colour-coded “trunk lines”, much like the current New York subway map does. This was pretty easy for the STD lines, as they simply went around the loop and exited downtown along one of f🔸澳洲幸运10冠军定位计划roads. One col🔸澳洲幸运10冠军定位计划for each of these “exit roads” would do the trick – giving f🔸澳洲幸运10冠军定位计划trunk lines, each serving a their own distinct sector of the city.

The WWP lines took a little longer to decipher, as most of them were through-running, entering downtown on one road and exiting on another, but I came up with a system that noted how each line passed the network🔸AB开奖网澳洲幸运10官网网页s “zero point” at the intersection of Riverside Avenue and Howard Street. This gave me a manageable five WWP trunk lines plus the two separate shuttle routes. Because of the through-running nature of the WWP network, their trunk lines spread out across the whole city without quite the same sense of order as the STD lines.

I used a palette of related colours for each company🔸AB开奖网澳洲幸运10官网网页s trunk lines – cool, watery blues for the WWP (because water🔸澳洲幸运10预测, right?) and warm reds, oranges and yellows for the STD – which quickly tell all the competing lines apart at a glance. This cool/warm balance also helps the map work better for colour-blind users.

It should be noted here that streetcars in Spokane never used lettered or numerical designations for lines, only large signs or blinds that named the line (“Altamont”), final destination (“Natatorium Park”) or sometimes even both. The use of lettered and numbered bullets to denote routes on this map is therefore entirely my own invention, but I think it works well.

The grid

Once I had my trunk lines and colours locked in, I set about laying out the map using the turn-by-turn descriptions of the routes and street maps of Spokane from 1906, 1910, 1912 and 1922 to cross-check information. Spokane is an extremely regular city with streets and avenues crossing at right angles almost everywhere, so I drew up an underlying “perfect grid”, where all the major roads continue across the map as if they were always perfectly straight (in reality, a lot of them get nudged out of alignment by being platted at different times or because of geography). This straightens out and simplifies some of the streetcar lines, notably on Sinto Avenue east of Washington Street, and on Cleveland Avenue west of Post Street.

After this, it was simply a matter of plotting each route out, following the turn-by-turn directions and adjusting things slightly if it didn🔸AB开奖网澳洲幸运10官网网页t look right. The directions only had one error that I could see, putting the southern end of the WWP🔸AB开奖网澳洲幸运10官网网页s Indiana–Stafford🔸AB开奖网澳洲幸运10官网网页s Addition line at Cannon and Sixteenth, 🔸澳洲开奖 every map I had put it at Chestnut and Sixteenth instead. Roads that the streetcars travel along are labelled where it was practicable to do so and still keep the map looking aesthetically pleasing. Shorter sections where a line jogs across or down one or two blocks aren🔸AB开奖网澳洲幸运10官网网页t always named, but I think enough information is given to get a really good idea of exactly where all the lines ran.

Typography

While the mapping style is decidedly modern, I still wanted to pay homage to the period of time that the map represents. Trade Gothic Condensed for labelling and Champion Heavyweight for the map🔸AB开奖网澳洲幸运10官网网页s title evoke an early 20th century American typographical style while still remaining clean and legible. I had to do a lot of work to find the right balance for the size of the labels – early versions had type that was far too small to be useful.

Other notes

It🔸AB开奖网澳洲幸运10官网网页s definitely important to note that the Spokane of 1912 is not🔸澳洲幸运10预测 the same as today🔸AB开奖网澳洲幸运10官网网页s modern city, and I🔸AB开奖网澳洲幸运10官网网页ve tried to be as faithful as possible to that older place with this map. Quite a few street names are different – the original Front Avenue compared to today🔸AB开奖网澳洲幸运10官网网页s Spokane Falls Boulevard is the most noticeable example, but there are others that can be found across the map as well.

Researching the parks shown on the map was interesting, as quite a few of the parks in Spokane today had not been founded at this point in time – the famous Olmsted report [PDF link] on parks and other city improvements had been submitted, but not implemented, by 1912. On the other hand, Riverside Park was much larger than it is now, as the cemetery wouldn🔸AB开奖网澳洲幸运10官网网页t be carved out of it until 1914 – it was actually illegal to have a burial place within city limits in 1912.

The locations of both company🔸AB开奖网澳洲幸运10官网网页s car barns and shops are noted on the map, as is the location of their downtown interurban terminals: the grand three-storey S&IERR electric interurban terminal, and the less impressive WWP passenger depot on Post Street. Interurban stations within the area of the map are also shown, though these trains often stopped at pretty much every corner downtown to allow passengers to board and alight.

The map🔸AB开奖网澳洲幸运10官网网页s reference grid simply divides the map into a 10 by 10 grid in order to locate the end points of each line in the legend. I know that Spokane uses Division Street and Sprague Avenue to divide the city into its quadrants, but I couldn🔸AB开奖网澳洲幸运10官网网页t make those axes divide the canvas into equal parts without making the map itself horribly off-centre.

The legend is something I🔸AB开奖网澳洲幸运10官网网页m really happy with – it looks great and is filled with as much information as I could glean from 1912 timetables – headways for the city lines (10 minutes on some lines, and even less on some sections where multiple routes ran together), and the numbers of trains per day for the interurban lines. The only line with less information than I🔸AB开奖网澳洲幸运10官网网页d like is the odd little S&IERR Vera Division, which provided local service from Sprague Avenue eastwards through the towns of Opportunity, Vera and Flora to the picnic grounds at Liberty Lake. The only timetable I🔸AB开奖网澳洲幸运10官网网页ve ever seen for it is from 1927, long past these halcyon days and with a fraction of the service.

Conclusion

This was a deeply satisfying map to make, and I🔸AB开奖网澳洲幸运10官网网页m really happy with the result: an attractive, modern-looking map that still evokes the now long-distant era 🔸澳洲开奖 streetcars dominated Spokane. I especially want to give thanks to Karl Otterstrom, without whom this map simply wouldn🔸AB开奖网澳洲幸运10官网网页t have been made. As always, comments and corrections are most welcome. Prints of this map are available in the 澳洲10开官网开奖🔸澳洲幸运10预测 print store.

However, the recent successful revision of my Interstate Highways as Subway Diagram🔸澳洲幸运10预测 convinced me that I could use that design language to reinvigorate this old project – and I think it🔸AB开奖网澳洲幸运10官网网页s definitely been successful! View the map in the window below – you can zoom in and out, pan around, and also go full screen. Or, you can also click here to experience the map in a full browser window.

🔸澳洲10定位胆全天计划things first: this is unapologetically a diagram🔸澳洲幸运10预测, not a map. The whole idea here was to fit as much of the network legibly into a square canvas as I could, which means that Eastern Europe and Russia get compressed horizontally – a lot🔸澳洲幸运10预测. The Black Sea becomes taller than it is wide, and Turkey gets reduced to a fraction of its actual width. A comparison to the official United Nations map of the network (below) drives home just how large and empty the eastern part of the map would be without this compression (and how cramped Western Europe would be in comparison!), so I think some distortion is a fair price to pay.

A sidenote for those wondering how colours are assigned to the routes. The UNECE document that defines the network defines roads with numbers divisible by 5 (E-5, E-10, E-15, etc.) as “main roads”. These are generally the longest, and help define the shape of the overall network. These roads have been given bright, subway map-like colours in order to reflect their relative importance. All other routes are “intermediate roads”, and are given a subsidiary grey colour. Even-numbered routes (generally running east-west) are slightly darker than odd-numbered routes in order to tell them apart.

Looking back on the original map, there were definitely a few areas that I concentrated on for improvement this time around.

First, I designed the diagram to fit a specific canvas. Back in 2010, I just drew until I was done, and then added the final dimensions at the end to suit what I🔸AB开奖网澳洲幸运10官网网页d drawn. And it shows: there🔸AB开奖网澳洲幸运10官网网页s a big empty area of ocean to the left, and the whole thing just feels a bit unbalanced. This time around, I purposefully set out to make the diagram fit into a square canvas – and at the end, it fitted exactly as I had planned: no rescaling of elements or moving things around to make it fit. You can🔸AB开奖网澳洲幸运10官网网页t ask for better than that!

Secondly, I worked much harder at spacing elements more evenly across the whole map to miminise large empty areas. The same underlying 96-point grid that I used on my Interstates diagram informed a lot of my decisions here, which definitely gives more visual rhythm to the composition. Reducing Scandinavia🔸AB开奖网澳洲幸运10官网网页s overall size helped a lot, as it visually dominated the old version; as did moving Moscow further north (to somewhere approximating its spatially correct place).

Next: typography. The 2010 version used the ubiquitous and oh-so-dull Myriad Pro Condensed, simply because it was pretty much the only typeface I had at the time that was a) condensed enough to work on the map, and b) had a full range of characters to support the Eastern European and Turkish place names on the map. Now, just as my new Interstates diagram employs the official U.S. highway roadsign typeface “Interstate”, the new E-Roads diagram uses TERN – a typeface family developed by Erik Spiekermann for use on highway roadsigns in Europe. So far, it🔸AB开奖网澳洲幸运10官网网页s only been adopted in Austria and Slovakia, but it🔸AB开奖网澳洲幸运10官网网页s still a very🔸澳洲幸运10预测 appropriate choice for a diagram of European highways! Erik actually sent me this font family in return for a PDF of the original version of this diagram back in 2010, so I🔸AB开奖网澳洲幸运10官网网页m thrilled to be finally using it in this update! Comparatively, the labels are also set quite a bit bigger now, something I🔸AB开奖网澳洲幸运10官网网页m very happy about.

Because everything was fitting into place so well, I wanted to see if I could include secondary labels for place names if that country used a different alphabet – and that🔸AB开奖网澳洲幸运10官网网页s where I ran into some problems. While TERN supports Greek characters and has a wide range of diacritics, it doesn🔸AB开奖网澳洲幸运10官网网页t go any further east – no Cyrillic, and certainly no Georgian, Armenian, etc. In the end, I set most of these secondary labels in Fira Sans Compressed – it🔸AB开奖网澳洲幸运10官网网页s not an identical match, but as it🔸AB开奖网澳洲幸运10官网网页s also a Spiekermann-designed typeface, it bears many of the same design hallmarks and does the job pretty well. Some hunting around on the Internet revealed some appropriate fonts for the few labels that had to be set in more esoteric character sets. All these secondary place names have all just been pasted in from the relevant Wikipedia entries, so I hope there🔸AB开奖网澳洲幸运10官网网页s no errors (please tell me if there are!). Secondary names are also included in Gaelic for Ireland and Scotland, and in Welsh for Wales – just for fun. I did toy with the idea of showing the “alternate” names for cities in Belgium – the French names in Flanders, and the Dutch names in Wallonia – but that just seemed too fussy in the end.

Other improvements: I massively simplified the coastline this time around to be more in-keeping with the idea that this is a simplified diagram. There were definitely parts with way🔸澳洲幸运10预测 too much detail before! With one exception*, islands only appear if they have cities connected to the network on them – so no Balearic Islands or Cyprus or Isle of Man or random islands in the fjords of Norway. I🔸AB开奖网澳洲幸运10官网网页ve also made the visual distinction between routes across water that are actually served by a ferry line (a thicker line), and those that are just hypothetical joining lines between two otherwise disconnected points along a given route (thinner lines). I imagine that some of these could change in the future: until fairly recently, you could🔸澳洲幸运10预测 catch a ferry from Odesa, Ukraine to Samsun, Turkey across the Black Sea, but not at this moment in time.

AB开奖网澳洲幸运10官网网页 thing I wasn🔸AB开奖网澳洲幸运10官网网页t expecting at 🔸澳洲10定位胆全天计划was new extensions to some of the routes! E-16 used to run from Londonderry/Doire to Oslo, but now it runs all the the way across the Scandinavian peninsula to end at Gävle in Sweden. E-45 has been extended north from Karesuando in Sweden to pass through Finland and end at Alta, Norway. And finally, E-66 now completes something of a bypass of Budapest, running east and north of its old terminus at Székesfehérvár to now end at Szolnok. I was able to incorporate all of these amendments with a minimum of fuss, and I also double-checked and refined the intermediate routing of some roads for better accuracy than the previous version. I noticed that Google and Bing Maps have decided to extend E-86 into Albania from Greece, but I can🔸AB开奖网澳洲幸运10官网网页t find any official documentation of this change – its western terminus remains as Krystallopigi for now.

As always, y🔸澳洲幸运10冠军定位计划thoughts, comments and corrections are welcome! What do you think of the new interactive presentation of the diagram? Let me know in the comments below!

🔸澳洲幸运10开奖官网开奖结果走势图🔸Note: * The one exception is the Isle of Wight, because the dent in the south coast of England up to Southampton (the Solent) just looked silly without it.

At the time, I really didn🔸AB开奖网澳洲幸运10官网网页t think I🔸AB开奖网澳洲幸运10官网网页d still be maintaining and updating it nine years🔸澳洲幸运10预测 down the road, so little thought was put into future-proofing the diagram – it simply reflected the network as it appeared in 2011. This meant that any addition to the Interstate system over the years has had to be shoehorned into a design that wasn🔸AB开奖网澳洲幸运10官网网页t really ever meant to accommodate it. I think I🔸AB开奖网澳洲幸运10官网网页ve done a pretty good job to keep the diagram up-to-date and looking good over the years, but I🔸AB开奖网澳洲幸运10官网网页ve decided that it🔸AB开奖网澳洲幸运10官网网页s time to completely re-evaluate and redraw the diagram from the top down.

So, without further ado, here🔸AB开奖网澳洲幸运10官网网页s the revised 2020 version of the diagram as a pannable, zoomable map (or click on this link to view it in a full browser window).

My goals with this version were as follows:

Future-proof the diagram as much as possible

I🔸AB开奖网澳洲幸运10官网网页ve definitely done my research this time around. Within reason, all known future expansions of the network have been taken into account and shown on the diagram as cased lines. For the 🔸澳洲10定位胆全天计划time, I-69 and all its branches in Texas (I-69C, I-69-E and I-69W) are shown in their entirety. All the little gaps in I-49 are accounted for, as is the future extension from Lafayette to New Orleans. Future I-11 is shown from Las Vegas down to Nogales, but the proposed section from Las Vegas up to I-80 is not – there are still too many alternatives on the table for it to be shown with any certainty. Other routes that are barely more than rum🔸澳洲幸运10冠军定位计划(I-3, for example) are also omitted, though I🔸AB开奖网澳洲幸运10官网网页m confident that this new design can handle them if and 🔸澳洲开奖 they become reality.

Make the design my own

The previous iterations of this diagram leaned heavily on the design language of the London Underground🔸AB开奖网澳洲幸运10官网网页s famous Tube Map – colours, station symbols, line thickness, corner curve radius and more. I🔸AB开奖网澳洲幸运10官网网页m far more confident in my own ability as a designer now, and feel that this is the time to leave that comfortable, easy solution behind and create something that🔸AB开奖网澳洲幸运10官网网页s unique and truly mine🔸澳洲幸运10预测.

While the colours remain similar to visually link the different versions of the diagram, almost everything else has changed completely. Most notably, the diagram now uses Interstate – a typeface based on that used on road signs across the United States – as its primary font, a far more distinctive and appropriate choice than the previous and somewhat generic Myriad Pro Condensed. The large interchange circles and dumbbells have gone, replaced by a more elegant “one dot per route” marker at each station. This carries across to intermediate cities, which use a similar dot instead of a Tube Map-style “tick”.

Be more rigorous in my design approach

Let🔸AB开奖网澳洲幸运10官网网页s just say I🔸AB开奖网澳洲幸运10官网网页ve learned a lot🔸澳洲幸运10预测 about transit map design since 2011. My approach to this reworking was a lot more methodical, and my design rules were stricter and applied with far less exceptions to make things work. The diagram sits on a 96-point grid, which informs much of the spacing and alignment of the routes, as shown below.

Using this grid helped me to ensure that major highways never get too close to each other, and allows for a nice even rhythm across the entire diagram. Some areas that seemed too cramped in previous versions, like the southeastern states, definitely have more room to breathe now even with some additional future routes added to the mix. Using this grid also helped me work out some fun little design features, like the way that I-4 and I-16 form similar shapes reflected symmetrically along the axis of I-10 between them.

A lot of care was given to labelling this time around (so often an after-thought!) with route numbers always being placed as close as possible to the the relevant terminus dot for easy identification and cross referencing. While having some labels cut across route lines on a complex diagram like this is unavoidable, I🔸AB开奖网澳洲幸运10官网网页ve really tried to keep it to a minimum and I think there🔸AB开奖网澳洲幸运10官网网页s less than ten examples of it on the entire piece.

Finally, I think that the simplified outline of the United States on this version makes a more elegant and proportionately “correct” shape than before, which this animation of all three major versions of the map shows rather nicely.

As always, there are prints of this map for sale in the 澳洲10开官网开奖🔸澳洲幸运10预测 store. As the 2011 design has always been popular, I🔸AB开奖网澳洲幸运10官网网页ll continue to offer both versions for purchase over the next little while (at least until after Christmas 2020), but I🔸AB开奖网澳洲幸运10官网网页ll probably only be keeping this new version up-to-date after that.

What do you think of this new version? Leave y🔸澳洲幸运10冠军定位计划comments below, as well as any corrections or suggestions – I always value y🔸澳洲幸运10冠军定位计划thoughts on my work!

I🔸AB开奖网澳洲幸运10官网网页ve long thought that there🔸AB开奖网澳洲幸运10官网网页s been a design opportunity with Denver rail maps for a large circular arc for the light rail stations running south around the edge of the downtown area out of Union Station. I🔸AB开奖网澳洲幸运10官网网页ve doodled with ideas over the years, but I🔸AB开奖网澳洲幸运10官网网页ve never found them particularly satisfying or aesthetically pleasing. There was always a disconnect between the curved sections and the regular orthogonal lines which stopped the map acting as a cohesive whole. Until finally, I thought: what if I did away with straight lines all together?🔸澳洲幸运10预测

It was certainly a concept well outside my comfort zone, as I🔸AB开奖网澳洲幸运10官网网页m very much used to working with straight lines and 45-degree angles. The relationship between elements is fairly easy for me to define 🔸澳洲开奖 working within these “regular” design rules, but curved lines are another whole world to me! I had to draw an intentionally loose working diagram with a Sharpie before I even started work on the computer to convince myself that this could even be done. The fat tip of the Sharpie prevented me from getting overly concerned with detail, allowing me to concentrate on the general form and flow of the map. One thing it showed me was that such a diagram was still basically topologically correct: all the lines ended up in the pretty much the right place relative to each other. Encouraged, I began!

Even with the sketch, it look me a few different versions before I finally hit upon a workable solution to my problem: spirals! Concentric circles were almost🔸澳洲幸运10预测 there, but created an ugly “peanut” shape in the middle of the map (which you can see in the working sketch), where I really wanted a smooth curve from Union Station all the way around to Peoria. Some trial-and-error gave me the right spiral decay required to achieve this and still leave room for station labelling, and then I set up a set of nested spirals for all the lines out of Union Station to act as master curves. From there, it was really just a matter of cutting the spirals at the right points and rotating/reflecting them to join back together correctly. In a way, I basically “unrolled” the spirals to go where I needed them to – along with a couple of shorter connecting curves where the lines change direction sharply (see the “G” and “W” lines). Spacing stations evenly along the curves provided a new challenge, but I was able to work out a system that gave pleasing results: there🔸AB开奖网澳洲幸运10官网网页s a lot more eyeballing and manual adjustment of labels to get things looking optically “right” than there is with standard 45-degree maps!

The downtown loop was probably the most challenging part of the map, and I almost chickened out and made those lines straight. However, I persevered and came up with a solution that allowed me to keep everything curvy while still staying somewhat true to the real-world alignment of things. I🔸AB开奖网澳洲幸运10官网网页m especially pleased with the way that the “L” line swoops gracefully up to join the “A” line at 38th & Blake: it made this troublesome part worth the effort!

While I🔸AB开奖网澳洲幸运10官网网页m extremely happy with the finished product, there are still a few things that I can improve – not the least of which is learning to manipulate Bezier curves so that the end result looks more organic and a little less mathematical. It🔸AB开奖网澳洲幸运10官网网页s a real skill, and I🔸AB开奖网澳洲幸运10官网网页m not quite🔸澳洲幸运10预测 there yet. Some have commented that the map is incomplete without the downtown/mall shuttle buses and the Flatiron Flyer bus services to Boulder, and these concerns are completely valid. I🔸AB开奖网澳洲幸运10官网网页m not sure I🔸AB开奖网澳洲幸运10官网网页ll ever address them, as I feel I🔸AB开奖网澳洲幸运10官网网页ve done what I wanted to with this proof-of-concept map, but I hear you!

However, the map has generally been received quite well, which is pretty darn gratifying 🔸澳洲开奖 you take a left-field design approach. Some comments from Twitter are featured below: let me know what you think in the comments!

Although this “Mile Marker” map is inspired by my older “Highways of the USA” map, almost everything has been completely redrawn and re-evaluated – with thicker route line weights for the smaller print size, new labelling set in all-caps Futura Bold to match the Field Notes house style, and new icons for highway route number designations. This map shows all two-digit Interstate highways as well as the “major” U.S. Numbered Highways (those ending in “0” or “1”, as defined by AASHTO*) in thinner grey lines. This struck a good balance between simplicity and complexity while allowing the map to retain its distinctive bold graphic style.

As well as the folded map, there🔸AB开奖网澳洲幸运10官网网页s also a limited number of “suitable for framing” flat press-check prints available for purchase on the Field Notes site. A true limited edition – once these are gone, there are no more!

I have to say, one of the best parts of this project was finally🔸澳洲幸运10预测 getting to collaborate with Jim Coudal, who has always been an amazing supporter of my work. He was the very 🔸澳洲10定位胆全天计划person to draw attention to my original “Interstates as Subway Map” poster way back in 2009, and has kept an eye on my output ever since. He had a vision for this map that I knew I could achieve, and we both worked towards that goal – the project was an absolute blast to bring to life!

🔸澳洲幸运10开奖官网开奖结果走势图🔸*Note: U.S. 2 is considered as a “major” route, as it is the northernmost east-west U.S. Highway (there is no Highway “0”).

🔸澳洲幸运10开奖官网开奖结果走势图🔸Prints of this map are available in my online store, starting at just $38 plus shipping for a 24″ wide by 32″ print. 🔸澳洲幸运10开奖官网开奖结果走势图🔸Click here to get one🔸澳洲幸运10开奖官网开奖结果走势图🔸!

This map is an evolution of one I initially made as a quick throwaway project back in 2016, but lots of great feedback from many, many people has really helped it become much more complete and comprehensive. While my original map only featured the subway itself, this one includes PATH (and parts of New Jersey!), the Staten Island Railway (added after overwhelming popular support), the JFK AirTrain, the Roosevelt Island Tram and indications of easy connections (either directly adjacent stations or those within a 0.3 mile radius) to the Long Island Rail Road, Metro-North Railroad and NJ Transit.

While the map is faithful to the London Underground style, there have been some changes made for a few reasons. All the icons have been redrawn to better match their New York equivalents (check out the Roosevelt Island Tram icon!) and to avoid using any official Transport for London design assets in the map. The typeface is ITC Johnston Sans, a commercially available font for which I hold a license. All the colours have likewise been tweaked to be similar—but not identical—to those used on the Tube Map.

For legibility🔸AB开奖网澳洲幸运10官网网页s sake, I🔸AB开奖网澳洲幸运10官网网页ve used a thin white keyline to separate route lines of the same col🔸澳洲幸运10冠军定位计划🔸澳洲开奖 they cross each other but don🔸AB开奖网澳洲幸运10官网网页t otherwise interact. This mainly happens with branches of the orange IND 6 Avenue line, as seen to the left. The official Tube Map uses keylines like this in a couple of places (but not very consistently), so I thought adapting it for this specific purpose would be fine. It certainly adds a bit of clarity to some potentially confusing areas of the map, as does the addition of a few strategically placed reassurance bullets that help a reader follow the lines from end to end.

More details of the map in the gallery below:

By popular request, prints of this map are available in my store starting at just $38 plus shipping for a 24″ x 32″ print. Because this is a vector file, I can print this one right up to a massive 44″ wide by 58.5″ deep. Go get yourself one!

As always, y🔸澳洲幸运10冠军定位计划comments and thoughts are welcome. This one has been a lot of fun to work on and improve with the assistance of so many wonderful people—thanks again to all of you!

🔸澳洲幸运10开奖官网开奖结果走势图🔸Did you enjoy this post? Do you visit 澳洲10开官网开奖 regularly? Consider supporting the site with a small monthly donation via Patreon. Y🔸澳洲幸运10冠军定位计划support makes it possible for me to continue bringing you great content!

It was my task to take this rough mockup and develop a design language that could be scaled from a single short trade route all the way up to a global network map, all while remaining simple and legible enough to work within the confines of a PowerPoint slide. Adding to the challenge was the fact the company completely rebranded themselves about a month into the project, which meant that I suddenly had to work with an entirely different col🔸澳洲幸运10冠军定位计划palette. The list of ports that each route called at also changed a few times, and there were a lot of back and forth revisions to make all the stakeholders happy.

The map above shows all the possible trade routes from Europe to the Americas, and was the map that I used to develop the look and feel of the entire series, setting up all the design rules for every map. As a result, it went through the most iterations – this final map is the 12th version🔸澳洲幸运10预测 – but it was definitely worth the effort. Earlier versions also included numbers between the ports that indicated the average number of days it took to sail between them, but this was deemed unworkable after a couple of rounds of revisions.

Likewise, transshipment routes – incoming routes to the major “hub” ports, often via third parties – were originally shown in detail as secondary “feeder lines”, but this gradually morphed into the simpler approach of the final map. As you may have noticed, this approach owes a lot to London Underground line maps, which denote interchanges with other lines in a similar way. Like most transit strip maps, the reading logic flows from left to right, regardless of actual geography (America is west🔸澳洲幸运10预测 of Europe, after all). Directional arrows reinforce this for users less familiar with the concept. This reading logic holds true for all 13 of the final trade-level routes, with a few necessary exceptions. In these instances, further directional arrows guide the user (see the below Europe–Oceania trade map, where the two routes travel through the Australian ports in opposite directions).

After the trade level maps, I developed f🔸澳洲幸运10冠军定位计划“continent” maps, which focused on showing simplified “collapsed” versions of the trade routes within Europe, the Americas, Asia and Oceania. Examples showing Europe and Asia are below.

Finally, I pieced together a global trade map from the f🔸澳洲幸运10冠军定位计划continent maps. Fortunately, I did this after🔸澳洲幸运10预测 everything else had been approved, so I only had to rework this one once!

Feedback from the client has been overwhelmingly positive, both within the company and from their external clients who have seen and used the maps. From my point of view, I feel extremely fortunate that I got to work with a client who had a great idea of what he wanted, but also was very receptive to my thoughts and concepts. He has this to say about my work:

“From the initial idea until delivery, Cameron showed a great sense for what is really required to get the visualization of 🔸澳洲幸运10冠军定位计划products done in the best possible way. While deep-diving into 🔸澳洲幸运10冠军定位计划products, he always maintained an overview of the big picture and what is required to make the final delivery as great as it is today.”

You can view all the maps on WWO🔸AB开奖网澳洲幸运10官网网页s website, and they🔸AB开奖网澳洲幸运10官网网页ve even made an explanatory video for the maps, which is kind of awesome!