Transport planning is a tricky business. Can visualisation tools help?

Visualising London's bike share scheme. Image: Ito World.

Visualisation is a crucial tool in understanding and communicating data. Its use in transport planning is growing, but it remains a specialist activity, often reserved for larger, higher profile projects.

However, the arrival of new tools that focus on movement data make it quick and easy for anyone to visualise sensor and modelling data key to transport planning.

The use of data visualisation has exploded across a wide range of industries over the last decade, with the pace ever increasing. There has been a shift from analysing data using statistical techniques alone, as people adopt graphical representations to aid analysis and understanding.

The growth of business intelligence (BI) tools such as Tableau, Qlik View and Microsoft Power BI that provide advanced analytics and visualisation is a measure of this transformation. These tools leverage the brain’s capacity to quickly understand and interpret graphical rather than numerical representations.

Such tools are increasingly being used within transport planning, alongside traditional GIS software such as ArcGIS and MapInfo for handling geospatial data; and 3D modelling tools to generate photo realistic renderings of transport schemes. BI and GIS software provide powerful functionality to look at static data and simple representations of temporal data but they lack the capability to easily and effectively combine spatial and temporal elements into informative interactive visualisations.

Movement data

What if you could easily visualise this movement data? What would be the value to a transport project if you could easily analyse the data and communicate key metrics and findings? How do trip profiles change over time? How do traffic flow, speed, journey times or pollution levels vary throughout a network over an hour, week, month, year? And what is the impact of the scheme over five, 10 or 20 years?

Visualisation helps answer these questions. It provides clarity and facilitates discussion throughout a project, providing a means for everyone involved to understand the issues.

A selection of Ito World visualisations.

The use of interactive visualisation to present large complex datasets allows the viewer to comprehend and analyse data that would otherwise be impenetrable. You can quickly spot patterns, trends and anomalies that are difficult to identify when studied using numerical analytical tools alone. This is particularly apparent when dealing with movement data that varies by both time and location; for example, you can easily view trips by purpose, origin, destination, mode of transport or any combination, understanding how they vary over time.

Interactive visualisations exploit and enhance the viewer’s cognitive capabilities rather than relying on predefined numerical approaches. When both temporal and spatial dimensions can be easily and effectively presented simultaneously, visualisation becomes valuable at all stages of a transport project.

The ongoing transition to using large complex datasets automatically generated from sensors rather than traditional surveys to feed our transport models makes it more important than ever to understand the datasets being used. With the correct tools it becomes fast and easy to visually screen and validate this input data.


Visualisation is an effective tool for the calibration and validation of models as they are built. Model outputs can be visually compared against count data. While such visual inspection doesn’t replace statistical analysis, it can greatly accelerate the calibration phase by making it easier to spot inconsistencies, making iterations faster and reducing the number required.

Similarly, interactive visualisations of model output reveal insight during the analysis of results. Many leading traffic simulation software packages include visualisation capabilities for this purpose but others lack the functionality, as do custom developed spreadsheets, R or Python models.

Communicating findings

Effective visualisation is vital when communicating study results. Outputs from a range of analyses and models need to be communicated to stakeholders who are not necessarily experts in the use of a particular technique and are not used to looking at such outputs. Results need to be shared between sub-teams working on a project such as transport, economic and environmental teams; with project managers; project sponsors; and, in some cases, with ministers and the public.

The ability to convey complex information in a concise and understandable way is crucial for a project to progress. An effective visualisation can summarise a two hundred page report into a two minute video. It can set out the issues, and present and quantify the benefits of the solution in a way that non-experts can understand.

A key component of a successful visualisation is the ability to present different datasets in a common visual language. Consider the case of a new road scheme where a report may include historical and projected traffic data for the base case and different schemes; accident data; noise and air quality data; journey time predictions; as well as contextual information. These come from multiple sources, both measured and modelled, in a range of data formats.

The report is much easier for both the expert and non-expert audience to understand if all this information is presented in a consistent style, rather than varying according to the software package used to produce or analyse the data. The images below illustrates different datasets presented in a common visual language.

Click to expand. Image: Ito World.

Ultimately, with the right tools that focus on movement data, visualisation will be used throughout transport projects – saving time, increasing insight and delivering a better result for the end client. 

Johan Herrlin is the chief executive of Ito World.

 
 
 
 

How do North Koreans get to work? A guide to transport in the DPRK

Buhung station, on the Pyongyang Metro. Image: Jodie Hill.

Like so much else in North Korea, the country’s transport can be divided into categories: Pyongyang and not Pyongyang.

In the capital, centrally-run transportation is, compared to other extremely poor countries, efficient, cheap and well maintained. Outside Pyongyang, by contrast, the state has withered away – albeit not quite as Marx imagined it would. The near total collapse of state run transport infrastructure has left room for a wide range of enterprising North Koreans to make their living in the transport sector – provided, of course, a chunk of those proceeds makes its way back to the party.

So how do North Koreans get around Pyongyang?  

Here’s a homemade map of the city’s transport section:

A homemade map of the Pyongyang transport sector. Image: Michael Hill.

Some notes on all this. The names for Subway stations are translations of the Korean names, but bear no relation to their location. I filled in the (unnamed) trolley bus and tram stop names myself, with reference local landmarks; in fact, those systems both stop way more than my map implies.

What’s more, the Gwangmyeong/Bright Future station is closed, and has been for years – out of respect for Kim Jeong Il and Kim Il Sung who are in a nearby mausoleum, which used to be Kim Il Sung’s Pyongyang pad. The tramline to Gwangmyeong/Bright Future is also not really part of the public transport network, but is just for visitors to the mausoleum.

Getting about

A subway ticket costs just 5 North Korean Won (9,500 won to the dollar at black market rates). If you need to transfer you will have to buy another ticket, there are no travelcards or season tickets. You can check the best way to get where you are going at most stations (possibly all) contain interactive maps.

Pyongyang subway interactive map. Image: Jodie Hill.

Just press the name of the station you wish to travel to from the list along the bottom, and the route from your current station to your destination lights up. This may or may not be overkill for a network with just two lines and 16 stations.

Incidentally, the logo has the word 지 (ji) which is the first syllable of 지하 (jiha) which means underground. The title just means “Information board”, and the question is, ‘Where are you going?’

Some stations are 360ft (110m) deep, double the depth of the deepest station (Hampstead) on the London Underground.

The escalators at Buhung/Revival station escalator. Image: Jodie Hill.

While this bomb shelter might be useful one day, for now it just means Pyongyangites add ten minutes to their planned journey time – which encourages many people to take the tram or trolley bus instead. When you finally get down to the platform you won’t have long to wait – at most 5 minutes during peak times, 10 minutes off peak.

The North Korean government never misses a chance to propagandise: every station has a theme. For example the station name Gaeson means “Triumphant Return”; it’s situated near where Kim Il-Sung gave his first speech as ruler. Inside the murals depict crowds attentively listening to him. The style is not dissimilar to the grandeur of subways in the former Soviet Union, but with much less emphasis on the workers and modernist art and a lot more on the rulers.

The trains themselves were made in West Germany in the 1950s and 60s. There are allegedly some new trains – but they look suspiciously like their older counterparts given a lick of paint and an electronic information board. The old East German stock has been moved onto the national rail network. While these days powercuts are much rarer than in the 1990s (when, for long periods of the day, the subway didn’t operate at all), a torch and something to read might be advised just in case you get stuck.

The central figure is Kim Il-Sung. Image: Jodie Hill.

The ‘showcase’ station is Buhung (“Revival”):

Images: Jodie Hill.

The others are much the same only without the chandeliers and with much dimmer lights.

Above ground

While electricity is hardly plentiful in North Korea, compared to oil it is pretty abundant. Therefore, buses have gradually been phased out: now trolley buses and trams then form the backbone of the transit network in Pyongyang. As regular as the subway, but with a bigger network and not requiring a long escalator ride – or walk, as the escalators often break down – this is the most popular way to travel around Pyongyang.

The ticket price is again just 5 won (about 0.4p). The trolley bus vehicles were mostly manufactured domestically, while the trams are second hand from communist era Prague. Power cuts are much more frequent on the trolley buses and trams than on the subway: passengers on an affected service are expected to push.

The rail network is rarely used for commuting. Even for those way out in the plush satellite town of Ryeongsong (at the far north of the map, and home of Kim Jong-Un and many other top party cadres), those not high enough ranked for a car take the trolleybus rather than the train to commute to work.

Venturing out of the capital, the official transport network shows signs of near collapse. As far as I am aware, the only other city with a tram network is Chongjin, but it’s hardly extensive – a one line system, eight miles long. It suffers from much more regular power cuts than its Pyongyang counterpart, and relies on hand me down trains from the capital. Many cities have a trolley bus service on paper – but most have no service at all or, at best, a skeleton peak hours service only.

The national rail network is worse. Before you can even get a ticket you must apply for permission – a process that can take days – though nowadays this can be circumvented with a bribe. Tickets are cheap, usually just a few hundred won (a few pence), but with frequent power cuts, journeys take even longer than the 12mph average speed suggests they will. While Kim Jong-Un’s travel habits are unknown, both his father and grandfather liked to travel by private train, and this would lead delays of 24 hours for people travelling in the same area. Freight takes priority over passenger rail, and virtually the entire network is single track and with no sophisticated signalling equipment, meaning trains often have to wait for a long time to let others pass.

A map of the network. Image: Voland77/Wikimedia Commons.

As a result of these problems lot of passenger traffic has moved onto the roads. Enterprising Koreans who have obtained licenses, as well as state operated enterprises (particularly people associated with the police), have bought second hand buses from China and now use them for inter-city transport.

Reports vary about whether travel permits are required for bus travel, and about how hard they are to obtain. Prices fluctuate due to changes in the oil price and vary wildly by region. A journey from Nampo to Pyongyang (about 30 miles) costs $5. A journey of similar length between two cities in the north east costs around $15, while in the north west just $2.

Journeys are not comfortable. North Korean roads are often unpaved, always potholed, and the buses were not in great condition even when they left China. Nevertheless they link the emerging market economy together.  

North Korea road map:

A map of the network. Blue routes are all paved, others mostly unpaved or paved a very long time ago. Image: Voland77/Wikimedia Commons.

For shorter journeys, taxis are now an option in most medium sized cities and even in some rural areas. There are at least four taxi companies operating these days in Pyongyang.

North Korean won won’t get you very far though: taxi drivers want dollars (two of them), to take you anywhere plus another 50 cents for every kilometer you travel, about three times the cost as in North East China. The only network outside Pyongyang I know in detail is one run by a state-owned enterprise in Chongjin, which recently imported dozens of almost new taxis from China. Payment is accepted in North Korean won, Chinese RMB and US dollars; a 10 minute journey costs 1 dollar.

Taxis are beyond the means of most North Koreans, though. The backbone of North Korea’s transport infrastructure is formed by bikes.


Bicycles were illegal in Pyongyang until 1992, and this ban was strictly enforced – but since it was lifted, bike use has really taken off. In smaller towns they often serve as a status symbol as much as transport, much as cars do for many in the west. The wealthiest now ride electric assisted bikes imported from China, though the Ford of North Korea is the Pyongjin bike company, which has cornered 70% of the market according to the leading North Korea scholar Andrei Lankov.

It is still technically illegal for a woman to ride a bike, but this ban is not strictly enforced. (I know of one woman who used to ride her technically illegal bike to her technically illegal small business, a bicycle repair shop.) Legally, every bike needs a license plate, and each rider needs take a test and get a license – but this too is mostly unenforced.

It is illegal to ride on North Korea’s mostly empty roads. This ban is not enforced in most cities, but is in Pyongyang, where the government has started creating cycle paths on the pavements as well as a bike hire scheme. If you can’t afford a bike yourself, a ‘bicycle carrier’ will give you a lift for about five US cents per kilometre – although, like a land based Ryanair, you have to pay more for bags. Both customers and workers in this sector tend to be very poor.

North Korea’s transport mirrors the North Korean economy. Pyongyang just about manages to present itself as a communist city. Outside the capital, though, secret policeman, state-operated enterprises and sole traders make a living – and sometimes a fortune – keeping the country moving among the remains of a communist economy which never delivered.

With thanks to Michael Spavor of Paektu Cultural Exchange and Rowan Beard of Young Pioneer Tours for helpful conversations.  

Michael Hill wants you to be his third twitter follower so you can see more versions of the Pyongyang transport map.