New york subway system google map,model railway tube trains,using woodland scenics snow - PDF Review

Last night, the Museum of the City of New York brought together a panel of New York City subway map dignitaries for “The New York City Subway Map – Form v. Massimo Vignelli started off the conversation with an introduction to transit diagrams around the world.
Paul Shaw, author and typographer, then introduced some common problems to consider when making a subway map. With the onset of new technologies, more and more people are taking it upon themselves to alleviate some of these issues.
Despite the obvious frustrations with and criticisms of the MTA’s design choices (and perhaps because no MTA representative sat on the panel), it was a jovial evening overall. Meredith Baber is a Project Associate at Urban Omnibus and a Masters candidate in the Critical, Curatorial and Conceptual Practices in Architecture Program at Columbia University’s GSAPP. The views expressed here are those of the author only and do not reflect the position of Urban Omnibus editorial staff or the Architectural League of New York. Perhaps the discussion might have had some real meaning if there was someone representing the MTA map. I could give you an essay, based on truth and actual experience with the map, because I’ve lived with it for over thirty years and am witness to its aging. But the problem is that the current map is *neither* a clear diagram of the subway system *nor* an accurate depiction of the city’s geography.
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Still, once you’ve figured out your way through the underground maze of lines and stations, the system is efficient and swift.
The subway doesn’t always run underground, but on elevated tracks through the outer boroughs of the Bronx, Brooklyn, and Queens offering the one or another scenic view of the urban landscape.
Considering this feature and the rough design of the tracks, you feel like travelling back in time into the high industrial age of the early 1900s, when steel was the dominating construction material. The standard layout of a subway station: A map, a bench, a sign, a trashcan and lots of trash on the tracks. Jolien Groot (Msc) is a lecturer in Social Geography and Urban Planning at the University of Amsterdam.
Lukas Franta (Msc) studied Urban Planning in Vienna and Urban Studies at the University of Amsterdam.
Have a great time there, looking forward to exchange all our travel stories when we’re back! Anyway, I’ve also got some other topics in mind to write about so keep checking the updates! Like an NYC street, the subway platform is littered with chaotic words and signs that draw ppl’s attention in every different direction. To be honest though, I don’t think the London Tube is less confusing considering all the branching lines in that system. The Transit Tourist takes a look at other transit systems across the globe from the first person perspective of a visitor. Last year, Fred Camino inaugurated The Transit Tourist series with an excellent post about his trip to London. So without further ado, here are my thoughts on transit in New York City using Fred’s categories. Two of the three major airports serving the New York area can be reached by train plus a people mover; the other airport, LaGuardia, is served by several bus lines.
Overall, my city-to-airport trip was pretty typical for the city as a whole — you can expect to take at least an hour to get to JFK from Manhattan or places near transit in the other New York boroughs.
Like many transit agencies across the country, New York’s MTA has had to raise fares recently to make up for recession-endued budget problems.
Transit riders can obtain MetroCards for free and add value to MetroCards at ticket vending machine. In lower Manhattan, only a fraction of stations -- those above -- are fully accessible to New Yorkers with disabilities. By contrast, the Metro Rail system is completely accessible to people using wheelchairs — every station has either a ramp or elevator to reach the station platform.
Another thing worth noting is that New York is still in the early process of adopting real-time arrival displays and automated station announcements.
While Fred had a particularly positive experience in this regard in London, I can’t say I had much interaction with customer service.
I will say that when I needed to lug my suitcase through a service gate en route to JFK, an attendant was on hand to buzz me through — without the horrible alarm going off. An airport rail connection that gets the job done, although many trips from JFK Airport to the city will require at least two transfers.
The city’s leadership has embraced trying new things to get the most out of its existing system, in particular by turning over space formerly dedicated to cars to transit vehicles, bicyclists and pedestrians. The station facilities were in pretty rough shape — lots of trash, dirt and weird smells. The subway system fails to accommodate passengers with limited mobility in a meaningful way. At the end of the day, New York transit shows that the value of a transit system is measured in how quickly you can get to your destination safely, comfortably and affordably.
I’m an LA transit optimist, and having just gotten back from an NYC venture myself, I noticed a few other things. First, a lot of small subway stations don’t have a platform that allows you to cross from one side to the other without returning to street level.


Third, I only took a few bus rides, but in every case the bus was at least a few minutes late, and in one case it was so late I ended up taking a cab instead. Massimo noted the differences between a diagram and a map, but stressed the importance of both form and function in both.
Tauranac is a New York City native who has been making maps of the city for almost 40 years and sat as the chair of the committee to redesign the MTA subway map in 1979.
He explores the subway system, looking at signage and stations, and has come to understand the complexities that are inherent in a large transit system such as that of the MTA.
Eddie Jabbour designed the KickMap as a geographical and graphically legible alternative to the MTA map, and even offered it to them to use. Serious discussions were balanced by more lighthearted conversations, such as favorite subway stations (which ranged from the abandoned City Hall station to the grand space of the 181st Street station in Washington Heights).
I thought the discussion at the museum was great, but the MTA perspective would be valuable.
Ongoing support is provided by the National Endowment for the Arts, the NYC Department of Cultural Affairs, in partnership with the City Council, the membership and board of the Architectural League, and readers like you. Not suprising that, with an average weekday ridership of approximately 5,3 million in 2011 and 468 stations in the system on 24 lines (for more facts, see here). This heritage is visible throughout the entire network, which hasn’t seen any major additions since the 1940s (though some new lines are built now, such as the 2nd Ave subway, the East Side access, and the extension of the 7-train) and, thanks to decades of disinvestment, could save a large part of its rough, loud, shabby and unique industrial charm that makes this system really unique within the developed world. The New York City Subway does not exactly resemble the glamorous image of the New York that one might have after watching a couple of episodes of Sex and the City.
There is lots of garbage covering the tracks, despite the large trashcans are placed on the platforms. It is an old megaproject that deserves respect for the way it is designed about a century ago.
Particularly interested in the social and creative entrepreneurship and the development of startup-ecosystems in cities around the world, she has done research on coworking spaces and the importance of social capital in Amsterdam and New York City.
His research focuses on geographies of protest and on cycling cultures and cycling policies of cities. Here in Glasgow the subway is also quite old with narrow tunnels, bouncing vehicles and a lot of noise.
The NYC subway’s signage fits just perfectly to the complexity of the service patterns, sometimes adding more to the already existing confusion of the unexperienced subway rider than helping anyhow. Paris, for that reason, is way less complicated, as lines are not overlapping as much as in New York.
Transportation is also an aesthetic experience: it can be pleasant or unpleasant, sleek or rough, complex or basic. Especially relevant now two people were pushed in front of the metro this month, with lethal consequences. What can Metro learn from how these other systems treat the uninitiated – and often bumbling – tourist? It was pretty much the same one I rode during my last trip in 2009, but it was interesting to see how it works in a new, more critical light — that of a transportation planner-in-training.
Tourists generally have different needs than the daily commuter, but my feeling is that when a tourist’s needs are met a transit system is doing a good job at two things: providing an easy to use system that also serves many destinations.
The train ride from Brooklyn involved a trip on the L Train, a free transfer to the A Train and a hop onto the AirTrain people-mover. It offers frequent service, 24-7, on lines and stations that blanket most of the city’s core.
But I was surprised and dismayed to see how inaccessible the majority of stations are to individuals with limited mobility, i.e.
No American city can compare with the mobility this transit system offers the average commuter.
Metro does a good job on the latter three in my book, and the Measure R transit projects will expand the number of destinations within quick access. Metro has implemented this on the Orange Line, but what about all the other Rapid Bus lines?
The redesign intended to retain certain elements of a diagrammatic map, but based on geography, with a new color coding system for grouped trunk lines (prior to this, there was a different color for each line).
One archival image he presented showed a woman in a station, standing at a large call board. Since 1904, when the first line opened, New Yorkers can enjoy a ride on the subway, which in fact runs for large parts in the outer boroughs in elevated sections. Let us pretend you went out to one of the fancy clubs in Greenwich, enter the subway at W 4th Street station in downtown aiming to go home to the Upper West Side near 125th Street station on the same line. Despite all these little complicationas around your subway trip, it is a highly social activity, especially during rush hours, where you can come very close to your co- riders.
A special feature of the elevaed tracks is its roughness: built in a very simple, cost-efficient way, with just a steel structure with the tracks directly on this structure without any noise protection, make a ride on these tracks a swinging and rumbling experience. The trains look like tin cans and the stations are hot, noisy, desolate, run-down, and smelly (romantic, right?).
It can definitely use an upgrade (both infrastructural and aesthetic), but if you look around, you will see an old, beautiful and cleverly designed system: a museum of modern infrastructure.
Adding to this is the fact that no one cares if you get lost – very indicative of NYC culture.
I think a public transport system should be clear and easy to understand, otherwise it is just not very well designed or badly maintained, right?
Are there any signals within NY mentioning doors on the platforms as so many other cities implemented (Hong Kong, Shenzhen, London etecetera)? In other words, if a system works for an outsider, it’s probably going to work for local residents as well.


Typically, traveling into the city is not a problem even at that time, because most of the New York transit system runs 24 hours a day.
The whole trip took about 1 hour and 15 minutes, door-to-terminal, and cost $2.25 for the L and A trains and another $5 for the AirTrain. Even adding another 30 minutes for the free shuttle would get you to the airport in the same amount of time, covering roughly the same 15 miles for only $3. Unlimited weekly and monthly passes cost $29 and $104 respectively in New York City, compared to L.A. This map [PDF] from Just Urbanism shows how limited the system is if you aren’t able to spring up flights of stairs. The system offers a variety of service levels, including local, limited stop and express service. Bringing that design emphasis to bear on existing and future stations will go a long way towards convincing more Angelenos to embrace public transit.
If you just pushed a button representing your final destination, the board would tell you how to get there from your current station. So Jabbour and his son created an iPhone app, which notes day and nighttime service changes, options to receive notifications of unexpected delays, GPS technology to help locate nearby stations and a compass to help orient yourself after exiting to the street.
A glance on the cutout of the system map will teach you better: it is quite complex, not to say confusing at times. During day, only six convenient stops away: the trip during the night takes fourteen stops, feeling somewhat like a meandering trip to the West Coast. By times, you are even entertained by emerging singers giving your journey the feeling of a small, intimate concert.
In the summertime, the temperature can get up to 100 degrees Fahrenheit (38 degrees Celcius). There was a hitch, however: The AirTrain people mover that connects the airport terminals to the train system was shut down overnight for scheduled maintenance. To add another layer of complexity to the comparison, Angelenos have the option of buying an $84 monthly EZ Transit Pass that works on 24 different transit operators in the greater L.A. The one thing, however, that struck me on this visit is how much the system is showing its age. Angelenos would probably recognize this type of bus rapid transit service as something like a cross between the Wilshire Rapid and Orange Line. The poor state of affairs really reflects more on America’s general underinvestment on transit, than on New York MTA. This behemoth was the predecessor to smart phones and Google maps, but why did such a useful concept disappear from the subway system? The app has been downloaded by over 350,000 people — a sign, Jabbour pointed out, that people are calling for a less confusing option. The service pattern contains not only trains that stop at every station, which is what most of us are used to, but express service as well that skips many of the stations, leaving the unprepared passenger quite desperate in the train facing the rushing-by station. Or, for some of us less pleasant, you will be informed about your highly sinful life, and that Jesus still loves us. It is impossible to have a conversation on the street if a train passes by, not even if you scream into each other’s ears. Paintwork is blistered, there are holes in walls, tiles are broken, and ceilings sometimes even look like they can collapse at every given moment.
Now, for unfamiliar travelers, it is hard enough even to know where to get on the subway, let alone travel from one destination to another and transfer trains.
But, he added, we can’t rest on smartphone tools, which are only used by a fraction of subway riders. During rush hours, trains are not only stuffed with people, but service changes sometimes to what is called skip-stop service, meaning that the train stops only at every other station. The MTA company, who owns and maintains the subway system, is therefore experimenting with strategies to diminish the population of rats in the underground. The 1972 Vignelli NYC subway map was an attempt at a diagrammatic display for the subway system, consisting of 45 and 90 degree angles, many colors, and extreme legibility.
The current map is not for travelers who need expedited information, but for the person who has time to scan tiny type to decipher whether or not the N train stops at 28th Street. There is still a dire need for easily-accessible print media, or other innovations that can benefit everyone. Or during nights, when, finally, your much desired express train home arrives and after ages of travel you realize: the express mutated into a local train making every damn stop on the line. One strategy is to remove the trash cans from the stations to encourage travellers to take their trash with them. However, the map was criticized by the public, who found the lack of above-ground geographic and navigational details confusing. To make sure we do not miss a single word of the sermon, he is often as kind as to stop during stations and when other trains pass by. Strange as this sounds, it seems to work, or at least passengers seem to comply: it is, however, too early to state that this has had any influence on the rat population of New York. In 1979 the MTA ousted Vignelli’s diagram for a “more legible” version — legibility defined, not as visual and textual clarity, but as geographical clarity. Of course, there are other ways of being social on the subway, for example giving the homeless guy some change or buying some snacks from one of the teenaged hawkers.



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