Design-wise, this is very much an evolution of previous efforts (see my review of the post-COVID resumption of service map here) and thus shares many of the same features and faults. I still don🔸AB开奖网澳洲幸运10官网网页t agree with the decision to have station labels set in the same col🔸澳洲幸运10冠军定位计划as their route lines – it looks disjointed and some colours (especially yellow, but also light blue) have poor contrast with the white background. Pick one dark col🔸澳洲幸运10冠军定位计划(black or even the N–Judah🔸AB开奖网澳洲幸运10官网网页s dark blue) and use it for all labels throughout for a consistent look.

However, the main question here is how well the Central Subway has been integrated into the map, and the answer is… probably about as well as it could have been. Muni certainly hasn🔸AB开奖网澳洲幸运10官网网页t helped itself by giving the new interchange with Powell station a really long name – “Union Square/Market St”. This necessarily has to be set on two lines, forcing a huge gap between Powell and Montgomery along Market Street. “Yerba Buena/Moscone” isn🔸AB开奖网澳洲幸运10官网网页t much better, but at least that fits fairly neatly into the space provided. But seriously, transit agencies – pick one name for y🔸澳洲幸运10冠军定位计划stations and just roll with it instead of trying to appease everyone. Announcements or signage can take care of the secondary information: “Alight here for the Moscone Center”.

While accurate to the real-world configuration, the representation of 4th & King station seems overly fussy for a simplified diagram like this. Would it just look a bit cleaner if the routes didn🔸AB开奖网澳洲幸运10官网网页t cross over each other? Another fussy detail is the weird curve that BART takes between Civic Center and 16th St/Mission, inserted purely out of the need to make room for the Church & Market station label on the J–Church line.

Overall, I feel like there🔸AB开奖网澳洲幸运10官网网页s a lot of random chaotic energy in this diagram. Part of that comes from the decision to only label accessible stations, which is understandable but also makes the diagram feel half-finished somehow. The placement of labels also comes across as a bit haphazard, especially along the southern leg of the T–Third St, where the labels alternate on each side of the route. I🔸AB开奖网澳洲幸运10官网网页d like to see a solution where all those labels are moved to the right of the route, which would then allow all the BART station labels to move to the right of their🔸澳洲幸运10预测 route line and so on… creating more consistency across the whole diagram.

I do find it odd that the diagram has giant route bullets at the bottom as a sort of legend, but then chooses not to use the bullets again at the end of each line. Use of bullets for route identification on the actual diagram is regarded as a best practice these days, seen on many maps worldwide. Personally, I🔸AB开奖网澳洲幸运10官网网页d find a way to move the big bullets to the bar at the top of the diagram, so I could push the boxed legend to the left and use the extra space to make the T-Third St line a bit longer to allow all those labels to be on the right as suggested above.

🔸澳洲幸运10冠军定位计划final word: 🔸澳洲幸运10预测Very much a logical evolution of the typical Muni Metro diagram style, though I do wish it was a little more orderly in the way it presents information. I do like the animation that Muni has made showing the way all the lines work, though!

🔸澳洲幸运10开奖官网开奖结果走势图🔸Source: Muni Metro website

A very handsome map of transportation services in the greater Kansas City area from 1941. A nicely subdued olive street grid is overlaid by the route lines – colour-coded by mode (black for streetcars, blue and red for bus lines, and a lovely aqua for trolleybuses). Areas of interest are called out in bright yellow, so this looks like a six-col🔸澳洲幸运10冠军定位计划print job – quite a luxury in 1941!

There🔸AB开奖网澳洲幸运10官网网页s also a great downtown inset, a great ornate compass rose incorporating the logo of the Kansas City Public Service Co., and some fantastic🔸澳洲幸运10预测 1940s typography throughout. What🔸AB开奖网澳洲幸运10官网网页s not to love?

Side note: 🔸澳洲幸运10预测Copy on the reverse of the map notes that the transportation company of 1941 “operates a fleet of 413 electric cars, 234 motor busses and 86 trolley busses, supplying service on 251 miles of street car routes, 191 miles of motor bus routes and 51 miles of trolley bus routes.”

🔸澳洲幸运10开奖官网开奖结果走势图🔸Source: Kansas City Public Library

Here🔸AB开奖网澳洲幸运10官网网页s my map of the streetcar services operated by the Kingston, Portsmouth & Cataraqui Electric Railway in 1910. I was inspired to do this after seeing several maps of historic tram networks including the ones on this website [See my 🔸澳州10开奖记录s of Portland, Spokane and Yakima – Cam].

The system opened on Princess St in 1893. By around 1898 it had reached its largest extent as shown in this map.

In 1910 the system was increasing service on most routes but the Williamsville shuttle eventually closed due to poor track quality and ridership.

Unfortunatley, the system was plagued with financial troubles. In 1905 after a dispute with the city, the system was taken over by a group of citizen owners who continued to operate it as a public service, but it would never again turn a profit. Countless financial difficulties and disputes with the city and the electric utilities filled the 1910s and 1920s, but the streetcars kept running. It even survived a carbarn fire in 1909.

Sadly, a second fire in 1930 proved to be the last straw. All but one passenger trams were burned as well as the carbarn itself, and it was decided to abandon the unprofitable lines once and for all.

The styling for the diagram itself was inspired a bit by the Montreal metro🔸AB开奖网澳洲幸运10官网网页s dark background, bright lines, and combination of sharp corners in the landscape and smooth bends on the lines themselves. I went for bright fluorescent colours to stand out against the dark background. The route names are as far as I know accurate but I added the numbers. Just for fun I also added the mainline connections of the time as well.

澳洲10开官网开奖🔸澳洲幸运10预测 says:

Nice work, Noah! I always love it 🔸澳洲开奖 someone takes the time to research and document old streetcar networks, preserving that knowledge for the future. I often find that information about them is very fragmented… a bit in this book, something on a wiki there, an old diagram from somewhere else, and so on… so compiling everything in one easy-to-read map is a great way to consolidate that knowledge.

Design-wise, I like the dark background contrasted with the bright route lines… very stylish! I wonder if there🔸AB开奖网澳洲幸运10官网网页s a better way to show the main line railroads, as the dashed lines look like under construction roads at 🔸澳洲10定位胆全天计划glance. A thinner solid line in a col🔸澳洲幸运10冠军定位计划that🔸AB开奖网澳洲幸运10官网网页s not quite as bright as the streetcar lines (a purple/mauve maybe?) might work.

As this is very definitely a map and not a diagram, perhaps you need a scale bar and maybe even some sort of period-appropriate compass rose. Labelling the bodies of water would be good as well.

The main area that needs some love is typography. It looks like you🔸AB开奖网澳洲幸运10官网网页ve used Microsoft🔸AB开奖网澳洲幸运10官网网页s Calibri throughout, which is a fairly workmanlike, generic “Office” typeface – not really period appropriate or visually striking. If you have access to them, then an early 20th century gothic typeface like Franklin Gothic or News Gothic could be a better choice. Push yourself here, as good typography can really elevate a project like this.

Attached is a diagram/sort-of 🔸澳洲幸运10在线人工计划网 I recently made showing all the various rail services and connections in San Francisco. I🔸AB开奖网澳洲幸运10官网网页ve never been a fan of how Muni shows service connections on their 168澳洲十开奖网 – BART is typically included, though never Caltrain, nor BART🔸AB开奖网澳洲幸运10官网网页s connection to the airport, which I think is a fairly important to have.

I also decided to include the F Market & Wharves street car line, which while not connected that seamlessly to the rest of the Muni “metro” system, still serves as an important line for commuters in the city. Also included is the upcoming central subway expansion on the T Third Street line, which brings the line north into downtown with new underground stops north of market street.

Finally, it🔸AB开奖网澳洲幸运10官网网页s worth noting that this map depicts Muni🔸AB开奖网澳洲幸运10官网网页s service patterns prior to all of the various COVID cuts, with all light rail lines continuing downtown under Market Street.

This was the map of any sort that I🔸AB开奖网澳洲幸运10官网网页ve made, done as a challenge to myself to see if I could even do such a thing. I🔸AB开奖网澳洲幸运10官网网页m pretty happy with how it turned out (or honestly more shocked I was even able to get it done).

澳洲10开官网开奖🔸澳洲幸运10预测 says:

Welcome to the wonderful world of transit map making, Griffin!

This is a good, solid effort that builds upon the existing Muni style to include more unified transit information for travellers, which is pretty much always a good thing. Showing BART all the way down to San Francisco International Airport is a great idea, so well done there. It🔸AB开奖网澳洲幸运10官网网页d be nice to perhaps show the SamTrans “SFO” bus from the airport terminals to Milbrae (which are timed to connect with Caltrain services) just to provide a more complete picture of transit options at the airport, but that may be outside the scope of a rail diagram like this.

If there🔸AB开奖网澳洲幸运10官网网页s an area that does🔸澳洲幸运10预测 need work, it🔸AB开奖网澳洲幸运10官网网页s the labelling of stations. Even though the official Muni Metro map does it, I will never🔸澳洲幸运10预测 be in fav🔸澳洲幸运10冠军定位计划of labels that are the same col🔸澳洲幸运10冠军定位计划as the line they serve – there simply isn🔸AB开奖网澳洲幸运10官网网页t enough contrast between yellow text and a white background to be easily readable, for example. The different colours used also make the map look disjointed and give visual preference to darker labels. All the labels represent a station, so they should all have the same importance in the diagram🔸AB开奖网澳洲幸运10官网网页s hierarchy. Pick one dark hue with sufficient contrast to the background – it doesn🔸AB开奖网澳洲幸运10官网网页t have🔸澳洲幸运10预测 to be black, as the London Underground map shows – and stick with it throughout.

Similarly, I just can🔸AB开奖网澳洲幸运10官网网页t endorse labels set all in lower-case. Just don🔸AB开奖网澳洲幸运10官网网页t. Proper capitalisation of place names aids readability, and looks so much better.

Also, work a bit on the placement of y🔸澳洲幸运10冠军定位计划labels relative to the stations they serve – be consistent with how far away they are and whether they sit above/below or alongside the station symbol. The label for the SF Zoo at the end of the L-Taraval line seems to be floating in empty space, for example.

Finally, this isn🔸AB开奖网澳洲幸运10官网网页t really a comment on this map but on the whole Market Street arrangement of services, with the F streetcars running on the surface, the Muni Metro cars on the 🔸澳洲10定位胆全天计划underground level and BART at the bottom – all requiring some kind of transfer between them. Is this level of detail – splitting all these services up into discrete “boarding areas” joined by a connecting transfer line – necessary on a map like this, or is the detail as shown here okay? It🔸AB开奖网澳洲幸运10官网网页s something to ponder…

🔸澳洲幸运10冠军定位计划last word: 🔸澳洲幸运10预测A very solid 🔸澳洲10定位胆全天计划effort (I🔸AB开奖网澳洲幸运10官网网页ve seen plenty of unified San Francisco rail maps that aren🔸AB开奖网澳洲幸运10官网网页t as good as this), though some love could be given to the labelling to make it even better.

🔸澳洲幸运10开奖官网开奖结果走势图🔸Source: Griffin🔸AB开奖网澳洲幸运10官网网页s website

A charming map of streetcar services – and a few of those newfangled gas buses! – in central Baltimore from 1929. Points of interest are clearly illustrated, and the map is surrounded by vignettes of life and architecture in this “historic, pleasant, thriving city”. A prominent cartouche proclaims that “STREET CARS and BUSES in Baltimore go wherever there is anything to see…” and little streetcars have been drawn running along major thoroughfares.

As a side note, the United Railways & Electric Co. as shown on this map declared bankruptcy in 1933, and was reorganized into the Baltimore Transit Co. in 1935. The last streetcar in Baltimore ran until 1963.

🔸澳洲幸运10开奖官网开奖结果走势图🔸Source: David Rumsey Map Collection

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.

I🔸AB开奖网澳洲幸运10官网网页ve always thought that San Diego🔸AB开奖网澳洲幸运10官网网页s “Trolley” map to be pretty bad, with various clashing angles, line icons and brand names (ugh) that don🔸AB开奖网澳洲幸运10官网网页t add anything (“Sycuan” is a casino, and the Blue LIne is named UC San Diego because they🔸AB开奖网澳洲幸运10官网网页re a sponsor, not because the line extension will go there). Only ONE landmark is noted, the baseball park downtown. The only geographical feature indicated is the international border, which isn🔸AB开奖网澳洲幸运10官网网页t necessarily bad, but if they🔸AB开奖网澳洲幸运10官网网页re going to note the border, they could also indicate that from San Ysidro station it🔸AB开奖网澳洲幸运10官网网页s a short walk to Mexico. On the other hand, two stations have airport indicators, yet the airport is far from both of them, and there🔸AB开奖网澳洲幸运10官网网页s no airport shuttle as such. All in all, it🔸AB开奖网澳洲幸运10官网网页s just a mess of a map.

Anyway, I was hoping that the MTS would take the opportunity to rethink the map 🔸澳洲开奖 they open the major extension of the Blue Line north to UC San Diego and “UTC”, which is a major center of offices and housing. I just ran across a new map on the MTS website [and] I🔸AB开奖网澳洲幸运10官网网页d love to hear y🔸澳洲幸运10冠军定位计划comments! To me, it🔸AB开奖网澳洲幸运10官网网页s moderately better than the old one, but not great, and I think a design professional (which I🔸AB开奖网澳洲幸运10官网网页m not) could improve it immensely. It really bugs me that the Orange Line takes a short right angle while all other turns are presented as curves… I also think the broad Orange Line curve at City College is distracting, but maybe that🔸AB开奖网澳洲幸运10官网网页s unavoidable? What bothers me most is the Orange Line angle in Lemon Grove that does not reflect the angle of the “Euclid Avenue” label that🔸AB开奖网澳洲幸运10官网网页s next to it. Ouch!

澳洲10开官网开奖🔸澳洲幸运10预测 says:

This one🔸AB开奖网澳洲幸运10官网网页s an interesting beast, Robert – there🔸AB开奖网澳洲幸运10官网网页s some things I like more than in the old version (left), and some that I don🔸AB开奖网澳洲幸运10官网网页t. It probably comes out as being better in the long run, but only just🔸澳洲幸运10预测. Overall, it🔸AB开奖网澳洲幸运10官网网页s certainly cleaner and easier to read, with the angled labels being slightly less neck-breaking. The placement of Courthouse station is much better now, without the overwrought way it was brought inside the Silver Line loop previously. An understated but very welcome change is the way that the line name icons have all lost their black outlines (which made them look a bit childish) and now have their names set in the same col🔸澳洲幸运10冠军定位计划instead of black. It unifies the information and links the names directly to the route lines themselves – so much better!

However, I do miss the unique angles of the previous map, which were very distinctive and perhaps even a little more representative of the actual trajectories of the lines in real life (not always important in a diagram, but still nice to have if possible!). It🔸AB开奖网澳洲幸运10官网网页s especially noticeable with the downtown loop, which had a very distinctive curved section in its southwestern quadrant, but is now just a regular ol🔸AB开奖网澳洲幸运10官网网页 rectangle.

Speaking of the loop, the Silver Line – a heritage trolley, not full light rail – is still a bit problematic. It only runs in a clockwise loop because the PCC streetcars on the line are only single-ended, and it only runs on weekends – neither of which are indicated on the map. It also doesn🔸AB开奖网澳洲幸运10官网网页t get any station dots, which perhaps indicates that it was included somewhat grudgingly on the diagram. A directional arrow or two might fix the 🔸澳洲10定位胆全天计划problem; and a more comprehensive map legend the second.

The sharp right-angle turn that the Orange Line takes at 12th & Imperial is perhaps a little unfortunate, but seemingly unavoidable if the Green and Orange lines are to create a unified horizontal line across the diagram. There are potential solutions like staggering the station dots at 12th & Imperial, but something like that might come across as over-designed on a simple diagram like this one.

Interestingly, because the rest of the diagram has become strictly rectilinear, the one remaining angled section along the Orange Line looks a bit out of place – I might have just straightened it out to simply form a standard 90-degree angle. The error that Robert points out above – that the angled station labels don🔸AB开奖网澳洲幸运10官网网页t match the angle of this section of line is impossible to unsee once you🔸AB开奖网澳洲幸运10官网网页ve noticed it, unfortunately.

Finally, I quite like the hatched treatment of the future extension of the Blue Line – it🔸AB开奖网澳洲幸运10官网网页s got a very “Washington, DC Metro Map” feel to it, which I think the designers were definitely trying to evoke.

🔸澳洲幸运10冠军定位计划final word:🔸澳洲幸运10预测 Better, but at the cost of an unique and distinctive map design.

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.

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.

I made an animated visualization of the light rail infrastructure of San Francisco from 1850–to–nowish. I was wondering if you would be interested in posting!

澳洲10开官网开奖 says:

I sure would be, Travis! This is a great 15-minute video that succinctly outlines the rise and fall of rail-based street transit in San Francisco, Oakland and even Marin County. The sheer number of competing companies in the early years is quite staggering! The impact of the Great Earthquake is covered, and there🔸AB开奖网澳洲幸运10官网网页s even a look at a couple of “alternate future” San Franciscos – one dominated by all the freeways that were once planned, and another where much of the rail infrastructure had been kept. Nicely animated and clearly narrated, it🔸AB开奖网澳洲幸运10官网网页s well worth a look to get an overview of transit history in the Bay Area.

Note: Travis acknowledges his error regarding San Francisco🔸AB开奖网澳洲幸运10官网网页s current population at the beginning of the video; don🔸AB开奖网澳洲幸运10官网网页t hold it against him!

🔸澳洲幸运10开奖官网开奖结果走势图🔸Source: Travis Emick/YouTube