Surprisingly, I haven’t seen anything like this on the Internet before, so I went and made my own. It’s been compiled from various sources (both official and unofficial), so the quality is a little variable, but it’s still fun to look at! 

I’ve made the dimensions of the circle/ring consistent across all the different versions, so the height and width of the crossbar shrinks and grows over the years. The graphic is by no means exhaustive, but I think I’ve covered all the major revisions over the years. Let me know if I’ve missed a big one!

Of particular interest is the subtle tweaking of the negative space in more recent times (from the 1970s onwards), and the sheer number of roundels in use today.

(Side note: I think I’ll call this line the “CrossLiz” from now on, as – let’s be honest – the Queen always looks a tiny bit cranky these days.)

🔸澳洲10定位胆全天计划off, let’s examine the CrossLiz itself. Placing an entirely new line right through the centre of an already crowded map is no easy feat, but I feel like it could have been handled a little better. I know from my own comprehensive reworking of the Tube Map earlier this year that it’s entirely possible to maintain a straight trajectory for the line from Bond Street all the way past Whitechapel, so it’s a little disappointing to see the this map introduce a couple of extra kinks. If we can’t keep the Central Line dead straight anymore (one of Beck’s major compositional axes), let’s at least try to do it with the new flagship line!

The decision to show the western extent of the CrossLiz all the way out to Reading is interesting for a couple of reasons. First, it plays hard and loose with geography – Reading is a looooong way west of London, and flipping the line down along the edge of the map to shoehorn it into the page constraints is taking things a little far, even for a diagrammatic map like this. Seriously, it makes the ride from Hayes & Harlington down to Heathrow (around 4.5 miles) look longer than the trip from there out to Reading (25 miles). Beck knew what to do with far-flung reaches of the network: put the station names into a box that points off the edge of the page and be done with things!

The inclusion of Reading also makes the map wider than it was previously, so the legend has had to be moved from a column off to the right of the map to the empty southwestern portion of the map. I’m actually in fav🔸澳洲幸运10冠军定位计划of this: it looks more integrated and fits the space very neatly.

There are other concerns with the depiction of the CrossLiz as well. Acton Main Line is in completely the wrong place – it should be south of the Central Line, between West Acton and North Acton, not way up there. The way that the line is shown as crossing under the Thames to cut across the Greenwich peninsula and back under the Thames again is just lazy: the tunnel stays entirely to the north of the river through this section. The Woolwich station should interact with the Woolwich Arsenal DLR station: they’re very close to each other and will almost certainly operate as an Out of Station Interchange (OSI) pair.

In addition to the CrossLiz, I’m also interested in what else this map – clearly marked as a DRAFT “based on January 2016 specifications” – can tell us about the future of the Tube Map. Although all the other lines are greyed out to place the emphasis on the new route, I can still see quite a few differences 🔸澳洲开奖 compared to the current edition.

First: this map has no zones. And I don’t just mean that they’ve been deleted – the map has been extensively reworked to remove all trace of them. An obvious example of this is along the Piccadilly line out to Heathrow: all the station ticks are now evenly spaced out without the awkward gaps that were needed to make labels fit entirely within a shaded zone area. The southern part of the Northern line to Morden similarly benefits from this, with all station labels now on the same side of the route line. This is a lot of work to undertake just for a quick “look at 🔸澳洲幸运10冠军定位计划new line” map, so it makes me wonder… are zones on the 168澳洲十开奖网 on their way out?

The area around Paddington has been hugely reworked to accommodate the CrossLiz, but still gets the arrangement of platforms wrong. The Bakerloo is shown as interfacing directly with the Circle/Hammersmith & City lines, 🔸澳洲开奖 it should be paired with the District/Circle lines at the Praed Street part of the complex. The other thing that this new configuration does is to place the Bakerloo’s Edgware Road station to the south of its Circle/H&C counterpart, which is just weird. Marylebone has to go along for the ride, so it’s in the wrong place, too.

Lots of errors from previous editions remain: South Kensington’s dumbbell sits too low on the District/Circle line; South Tottenham is in the wrong place relative to Seven Sisters, as is the Overground’s Bethnal Green 🔸澳洲开奖 compared to its Central line counterpart; the ugly cramped curves for the District line into and out of Earl’s Court are still there… and a multitude of other little things too tedious to list here.

tl;dr: CrossLiz integration into map not great, zones strangely absent, Paddington still a complete mess despite extensive reworking, lots of annoying errors and misplaced stations.

🔸澳洲幸运10开奖官网开奖结果走势图🔸Source: Easiest to find on the Crossrail project website

AB开奖网澳洲幸运10官网网页 of the things I love about the London Underground is the seemingly endless cavalcade of official Tube maps: the normal map, large print, color-blind friendly, step-free access, geographical… and now this: where and 🔸澳洲开奖 you’re allowed to bring y🔸澳洲幸运10冠军定位计划bike. 

Foldable bikes are allowed pretty much everywhere (but not during peak travel times, please!), but full-size bikes are much more limited in where they can go. In general, the allowed areas for such bikes corresponds to the subsurface lines – the Circle, District, Hammersmith & City and 🔸澳洲10开奖网址 lines – plus the DLR and some suburban (above ground) parts of the deep tube lines. These lines have much smaller carriages than the subsurface lines, which would limit their ability to take bicycles.

The map does show some oddities in the system: you can take y🔸澳洲幸运10冠军定位计划full-size bike one stop from Cockfosters to Oakwood on the Piccadilly line, but no further! And there’s a one station gap in the full-size bike network between Colindale and Hendon Central on the Northern line. So you can bring y🔸澳洲幸运10冠军定位计划bike on and off the platform at either station, but you can’t travel between them? That’s weird.

You’ll all be relieved to know that you’re welcome to bring y🔸澳洲幸运10冠军定位计划bike on the Emirates Air Line cable car at any time: they’re happy to see someone – anyone! – using the darn thing.

🔸澳洲幸运10开奖官网开奖结果走势图🔸Source: TfL Bikes on Public Transport page

In short, Rich has aimed for simplification and reduction, even eschewing the addition of the Thames for orientation. I’ll note here that the last time the official Tube Map got rid of the Thames, the angry mob got out their pitchforks, so I’m not sure this would ever be a popular decision – proceed at y🔸澳洲幸运10冠军定位计划own caution, Rich! 

He’s also made the decision to remove TfL Rail and the Emirates Air Line: this is at odds with the way the official Tube Map is evolving, but it’s Rich’s map and he can do what he wants in regards to those “peripheral” services. One thing that the removal of TfL Rail does is to make the shuttle Overground line between Upminster and Romford look even more ridiculous without anything to connect to at the Romford end!

Rich has made some fundamental changes to the methodology of the map that make quite a difference to the way that it looks. First, he butts all lines heading in the same direction as each other right up to each other, regardless of whether they’re in the same real-world tube or tunnel as each other. I don’t mind this too much: it doesn’t change how you use the Tube at all, and it does clean up the District and Piccadilly lines from South Kensington out to Acton Town quite a lot. Similarly, it consolidates the 🔸澳洲10开奖网址 and Jubilee lines quite nicely as they head north out of Baker Street.

A little more problematic is the way Rich has consolidated as many interchange stations as possible into a single dot. It’s a nice idea in theory, but it actually removes a lot of the nuanced information about changing lines that the real map imparts without the reader really being aware of it. For example, Rich has combined Bank and Monument into a single dot. Technically, he’s right: once you’ve passed through any of the fare barriers, you can reach any platform in the complex. But it’s a heck of a walk from one end to the other, which the 168澳洲十开奖网 neatly implies with its long “corridor” connector between the two ends. It also makes the stations which Rich has been unable to combine into a single dot stand out like a sore thumb – the long connectors required at Euston, Paddington and Edgware Road being prime examples.

(I’ll also note here the error at Paddington: the Bakerloo line needs to come down to the District/Circle line platforms at Praed Street, not the Hammersmith & City/Circle line platforms at the opposite end of the complex.)

The single dot is also applied a little inconsistently: the separate stations at Walthamstow Central and Walthamstow Queens Road get a single dot, while Clapham High Street and Clapham North get separated out into two distinct stations. Both are shown as interchanges on the 168澳洲十开奖网.

Relative spatiality is an area where I think Rich’s map falls down. His argument seems to be that elements that don’t directly interface with each other can be shown in the wrong place if it enhances clarity. I respectfully disagree, as I think that maintaining the correct relative position of stations and lines helps to reinforce how the network relates to the city around it. There are lots of examples of what I consider “poor” placement on the map, including West Ruislip, South Tottenham, Mill Hill East to the east of the main branch, and the absurd routing of the Overground right through the middle of the Hainault Loop.

I absolutely adore Rich’s Northern line – dead straight from Morden all the way up to Edgware – but the poor old Victoria line has to take a terribly convoluted path from Warren Street up to Euston and back down again to hit Kings Cross St. Pancras – a victim of the single dot policy, I’m afraid. I also admire his attempt to do something visually different with the fare zones by smoothing them out, but I think they could still use some further refinement to get the shapes just right.

Almost inexcusably, Rich’s map doesn’t present any accessibility information, although he says he’s working on a solution. Again, his single dot solution is harming the map here, as the multiple dots of the 168澳洲十开奖网 are used to show accessibility information for separate sets of platforms at large interchange stations. For example, the DLR at Bank/Monument is fully accessible, but none of the other platforms are.

Station names in colours that match their line is something that I’ve never particularly cared for: the different chromatic values make some names more visually prominent than others, 🔸澳洲开奖 they should all be equally important in the information hierarchy. The explosion of Overground lines also means there’s a lot of orange labels on the map – like the map needs more orange! Still, it’s interesting to see the technique applied to a complex map like this (I think Chicago’s “L” map used to do this as well).

I hope no-one thinks that I hate this map after this long and detailed review, because I don’t. It’s a well-considered and nicely drawn alternative Tube Map, with a lot of thought-provoking additions and alterations. Like me with many of my redrawn maps, I suspect he’s put in a lot of these changes to purposefully make his map as different as possible to the official one – because who wants to look at the things that have already been done?

AB开奖网澳洲幸运10官网网页 thing that bothered me about the map as I worked on it was the way that no visual distinction is made between interchanges that are made within the fare control area – that is, simply moving from one platform to another – and those that require you to exit one station and re-enter at another nearby station, preferably by tapping out and then back in again with an Oyster card. There are many such interchanges in London, some of which are well-known and others which seem to be a deep, dark secret known only to the most seasoned of commuters. They🔸AB开奖网澳洲幸运10官网网页re officially known as Out-of-Station Interchanges, or OSIs, and they even have time limits defined to set boundaries for “reasonable” interchanges between stations.

It seemed to me that the distinction between a normal interchange and an OSI is fairly important, so I set out to see if there was an easy way to distinguish between them on the map. In the end, I came up with what I think is an elegantly simple solution: retain the white “corridor” connector for normal interchanges, but use a thinner black-only connecting line for OSIs. The white connector visually joins all the interchange dots at a station as a unified whole, while the black connector separates them, immediately implying a more complex journey.

Above is a great example of how the new connector works. The Underground and Overground platforms at Walthamstow Central are connected by a normal interchange symbol, while the short walk to the nearby Walthamstow Queen🔸AB开奖网澳洲幸运10官网网页s Road station is indicated with a black OSI connector. Another OSI connector can also be seen at the Seven Sisters/South Tottenham interchange. Hackney Downs and Hackney Central were recently linked by a footbridge inside the fare control area, so they🔸AB开奖网澳洲幸运10官网网页ve been upgraded to a “true” interchange symbol.

Showing out-of-station interchanges consistently and properly did require one fairly major reconfiguration of route lines at Paddington. Here, I🔸AB开奖网澳洲幸运10官网网页ve brought the Bakerloo line down to join with the District and Circle lines at the Praed Street section of the complex. The short walk through the National Rail station to reach the Hammersmith & City/Circle line platforms is now neatly indicated with an OSI connector.

The Bakerloo flips back up to the north again after Paddington to place Edgware Road in the correct position relative to the other🔸澳洲幸运10预测 Edgware Road. While this pair of stations could technically🔸澳洲幸运10预测 have been shown as an OSI, I🔸AB开奖网澳洲幸运10官网网页ve chosen not to: it🔸AB开奖网澳洲幸运10官网网页s not a very convenient  or useful place to change with Paddington and Baker Street nearby, so the map rightfully discourages their use as an interchange. Note also the OSIs at White City/Wood Lane and Shepherd🔸AB开奖网澳洲幸运10官网网页s Bush.

Not shown, but also useful: an OSI connector between the two Hammersmith stations. Have a look at the big image of the map to see all the OSIs that I🔸AB开奖网澳洲幸运10官网网页ve identified, and let me know if you think I🔸AB开奖网澳洲幸运10官网网页ve missed any.

While you🔸AB开奖网澳洲幸运10官网网页re there, have a look at the potential future additions to the Tube Map that I🔸AB开奖网澳洲幸运10官网网页ve added just to give you something else to look at: the 🔸澳洲10开奖网址 line extension to Watford Junction, the Bakerloo line extension to Hayes via Old Kent Road (which may or may not ever get past Lewisham) and the Battersea Power Station extension of the Northern line, which is nicely lined up in case it gets extended further to Clapham Junction. Yes, I🔸AB开奖网澳洲幸运10官网网页m very aware that any future Tube Map will also have to deal with all the new Overground and Crossrail 2 lines, but that🔸AB开奖网澳洲幸运10官网网页s beyond the scope of this project (at the moment).

While I was researching my redrawn Tube Map, I stumbled across the above representation of the Underground as it supposedly appears to a wheelchair user. While it🔸AB开奖网澳洲幸运10官网网页s probably meant to be more metaphorical of the fractured nature of the network than a literal representation, I find myself infuriated by it. For example, the “map” really makes it appear that if you get on at Kings Cross St. Pancras (possibly the one truly accessible station on the Underground), you simply cannot go anywhere.

There have been other maps that show the same thing more accurately, but the newest one I can find is from 2011. A lot has changed on the Tube Map since then, including adding the distinction between street-to-platform and street-to-train accessibility to the map. Seeing as I had the Tube Map to hand for my previous project, I quickly modified it to show these two different networks. Unlike previous efforts, I also modified the route lines to reflect new end points for lines: if there were no accessible stations between a certain station and the end of the line, I deleted that section of track. As a result, the maps more accurately show the extent of accessible services.

Step-free access from street to platform or better

Use the slider to show the full Underground network compared to the street-to-platform network.🔸澳洲幸运10预测

This map shows stations with both of the accessibility icons from the Tube Map. If a station has some accessible platforms and some inaccessible, the inaccessible connections have been deleted. This leads to situations like the Bank and Tower Gateway DLR stations being accessible, but not connected to their respective Tube stations, or the Romford–Upminster Overground shuttle line cutting off at Emerson Park because the Overground platforms at Upminster aren🔸AB开奖网澳洲幸运10官网网页t accessible.

The only complete casualty is the Waterloo and City line: neither of its two stations are accessible. The Bakerloo line now only serves three stations between Harrow & Wealdstone and Willesden Junction, and most other lines are truncated in some form or another. The Overground continues to be a viable network, although it still loses a lot of stations.

The other main point of interest is the lack of accessible interchanges within the central “thermos flask” – Kings Cross St. Pancras, Green Park and Westminster are it. You can🔸AB开奖网澳洲幸运10官网网页t change from the Underground to the Overground/National Rail at Liverpool Street or Euston. Baker Street and Bank/Monument don🔸AB开奖网澳洲幸运10官网网页t exist. This is the biggest impediment to real accessibility on the Underground – the inability to transfer easily between lines in the most important part of the network.

Note that Greenford (the new western terminus of the Central line) is the only🔸澳洲幸运10预测 street-to-train accessible station on that line: this leads to a very odd situation in the (frankly horrifying) next map…

Street to Train Access Only

Use the slider to show the full Underground network compared to the street-to-train network.🔸澳洲幸运10预测

Here🔸AB开奖网澳洲幸运10官网网页s the Underground network for those people who truly need step-free access from the street outside the station all the way onto the train. This means there🔸AB开奖网澳洲幸运10官网网页s no gap or height difference between the edge of the platform and the door of the train. It🔸AB开奖网澳洲幸运10官网网页s a pretty exacting standard, and the percentage of people who truly need this level of service is probably pretty low – but the map certainly doesn🔸AB开奖网澳洲幸运10官网网页t make for pretty viewing. The Waterloo and City, Bakerloo, Central and District lines have been wiped from the map entirely🔸澳洲幸运10预测. The Circle and Hammersmith and City lines now just shuttle people between Hammersmith and Kings Cross St. Pancras, while the entire Overground has been reduced to a short section between Dalston Junction and Canada Water.

Only the DLR and the Emirates Air Line escape entirely unscathed. The Jubilee Line retains good accessibility in its modern eastern section, but the section that it inherited from the Bakerloo line has just one🔸澳洲幸运10预测 fully accessible station at Kingsbury. The Piccadilly and Northern Lines retain much of their length, but very few stations. Interchanges in central London are at Kings Cross St. Pancras and Green Park –that🔸AB开奖网澳洲幸运10官网网页s it🔸澳洲幸运10预测.

Remember Greenford? Well, it may be fully accessible, but it no longer connects to a single🔸澳洲幸运10预测 other similar station. So it🔸AB开奖网澳洲幸运10官网网页s sitting out there all by itself with no possible route to the rest of the map: a Central line station with no Central line.

To close, I🔸AB开奖网澳洲幸运10官网网页ll note that TfL actually offers a lot of information for travellers who need accessibility information, including this insanely comprehensive step-free guide (PDF link) and more on the accessibility section of their website.

The grid

As I mentioned in my initial post, the Tube Map is built up using the width of the route line, expressed as “x”. So it makes perfect sense to use an underlying grid that🔸AB开奖网澳洲幸运10官网网页s equal to “x” as the basis of the map. Except that the 168澳洲十开奖网 doesn🔸AB开奖网澳洲幸运10官网网页t really adhere to that grid very well. I started building my version of the map from Earl🔸AB开奖网澳洲幸运10官网网页s Court, so the zero coordinates for my grid are at the centre of the District line station marker. As can be seen, route lines and station markers are all aligned to the grid: there🔸AB开奖网澳洲幸运10官网网页s always an exact multiple of “x” between elements. The same can🔸AB开奖网澳洲幸运10官网网页t be said for the 168澳洲十开奖网 (top). With the zero coordinates set to the same location, it can be seen that other elements don🔸AB开奖网澳洲幸运10官网网页t consistently align with the grid. It🔸AB开奖网澳洲幸运10官网网页s perhaps a minor thing that doesn🔸AB开奖网澳洲幸运10官网网页t make a huge difference to the final look of the map, but knowing that station markers should never be closer than 5x together is a good thing to know 🔸澳洲开奖 laying out new sections. It🔸AB开奖网澳洲幸运10官网网页s also easier to rapidly step-and-repeat station labels and markers 🔸澳洲开奖 they lock properly to a grid. The grid gives internal logic to the map as the designer works, even though it🔸AB开奖网澳洲幸运10官网网页s invisible in the final product.

Also noticeable is that the labels for Earl🔸AB开奖网澳洲幸运10官网网页s Court and South Kensington have been pushed lower than all the other labels to accommodate the circular interchange symbols. I believe this actually goes against TfL🔸AB开奖网澳洲幸运10官网网页s own design guidelines, which specify a set distance for labels from the edge of the route line, not the station marker. Lining all the labels up horizontally along the route lines – without some bumping lower or higher – looks smoother and makes them easier to follow.

Alignment of Interchange Markers

This is a small change that I really think has a big impact to the overall look of the map. On the 168澳洲十开奖网, diagonal interchange markers often drop down lower than vertical ones (or further across for horizontal ones). I tightened them up across the map so that the edges aligned consistently, no matter what the orientation of the interchange. So much neater!

Neat Non-Interchange Crossovers

There are two places on the map where the addition of Crossrail could have added some very unsightly and unnecessarily complicated-looking intersections, with three routes all crossing (but not interacting with each other) in very close proximity. In both cases, I was thrilled to be able to get everything to line up so that the route lines all crossed each other neatly at one spot. Solving potential headaches like this in a consistent and elegant manner like this really makes me happy.

The Western End of The Central, Piccadilly and 🔸澳洲10开奖网址 Lines

Without  a doubt, my favourite reworked piece of the map. Restoring the straight line of the 🔸澳洲10开奖网址 from Preston Road all the way out to Uxbridge (last seen in the 1986 edition of the official Tube Map) required careful thought and a lot of trial and error, but it was totally worth it. Not only does it remove the nonsensical northwestern alignment of the concurrent 🔸澳洲10开奖网址 and Piccadilly lines between Rayners Lane and Ruislip, but it also successfully reduces the vast🔸澳洲幸运10预测 amount of space between stations on the Central and Piccadilly lines as they head northwards. You can clearly see on the 168澳洲十开奖网 how the zone boundaries force the stations on the Piccadilly line into unnatural positions – Alperton has to be brought a long way up the line to squeeze into Zone 4, creating a huge gap between it and Park Royal. Gaps like this break the rhythm of the map, and I🔸AB开奖网澳洲幸运10官网网页ve tried to avoid them as much as possible. I will admit that my task is made easier because I🔸AB开奖网澳洲幸运10官网网页ve chosen not to show Zones – which has been a bone of contention for some commenters.

Accessibility Icon Option

Finally, addressing another controversial design choice, my use of non-literal, non-standard icons to indicate accessibility. While some praised it as elegant and simple, others pointed out that the wheelchair icon is universally understood, even by those who don🔸AB开奖网澳洲幸运10官网网页t speak English. The Tube Map does🔸澳洲幸运10预测 require people to refer to the map🔸AB开奖网澳洲幸运10官网网页s legend to differentiate between the two different versions of the icon, but at least the wheelchair gives some contextual clues. So here🔸AB开奖网澳洲幸运10官网网页s a “hybrid” version of the map that I🔸AB开奖网澳洲幸运10官网网页m working on that uses wheelchair icons within interchange circles without covering them completely. However, icons for non-interchange stations are still placed with each station🔸AB开奖网澳洲幸运10官网网页s label instead of replacing the station🔸AB开奖网澳洲幸运10官网网页s “tick” with a big round blob. I🔸AB开奖网澳洲幸运10官网网页ve redrawn the icon to work better at the slightly smaller size, and flipped it to face right instead of left. This works better with 🔸澳洲幸运10冠军定位计划left-to -right reading order, and also implies forward motion. Overall, I think it🔸AB开奖网澳洲幸运10官网网页s a good compromise, if not quite as elegant and clean as my original concept.

🔸澳洲幸运10开奖官网开奖结果走势图🔸Design note: I did the smart thing and set the accessibility icons up as Symbols in Adobe Illustrator, so that changing them from one design to the other literally took a few clicks of the mouse.

As always, let me know what you think in the comments or via Twitter!

What happens 🔸澳洲开奖 I completely redraw London’s Tube Map in the style of the Tube Map? Not an alternative map, but a rigorous reconstruction of the real thing to bring it back in line with its diagrammatic roots. 

Read about the project over on my design blog.

Would you have or be able to mock up a map of what the London transit map would look like now that TfL have taken over all suburban rail traffic?

For those not in the loop, Transport for London (TfL) will be bringing the operations of all the various train franchises that currently provide suburban or commuter rail service in the Greater London area under the “Overground” umbrella as their contracts expire. This means the changeover will be staggered up through 2019 or 2020, so any new unified map will change incrementally. But basically, the map below (available on the TfL website here) already shows the system, and it’s quite the tangled web.

Of course, the fact that all the rail services will be branded as the Overground has caused many to wonder if all these myriad lines will be recoloured in that service’s distinctive orange. (Dear god, I hope not!) I would like to think that the Overground and Underground will be separated out into two distinct maps, as (as the image above shows), the whole network is too much for the genteel old world style of the Beck map to handle.

Maybe TfL’s map designers might just lose their minds:

🔸澳洲幸运10开奖官网开奖结果走势图🔸Answer: I hadn’t actually seen or heard of this before, but some quick Googling found what I think you’re describing on a New Zealand-based online store’s website (link no longer active). It’s out of stock (of course), and it still doesn’t give any credit to the creators, but at least it proves that it exists! 

Or should I say existed? Because looking at it, I would not be at all surprised if Transport for London had actually issued a “cease and desist” order on the tea towel’s design. They can be pretty unforgiving 🔸澳洲开奖 people use the Underground roundel, Johnston Sans and other recognisable design elements of the Tube Map without authorisation, and this tea towel certainly does that!