Here's another unofficial tube map that might be better than the real thing

Another amateur designer takes on the tube map. Image:

Oh hey, so, apparently we're not the only ones who've got the hump about the poor quality of London's new tube map. Yesterday, we received an email from Jug Cerović, a Belgrade-born and Paris-based architect and designer, which included the following:

...I must say I fully agree with you on the poor legibility of the new map.

You see? We're thought leaders round here.

I am also very happy that you have featured Sameboat's map from  Skyscrapercity/Wikimedia. [It shows] that map drawing is not any more the personal monopoly of a few administrative bodies.

And then, to prove his point, he attached a map of his own.

In places, Cerović's map, even more than Sameboat’s effort, departs radically from the Transport for London design we’re all used to. In the suburbs, it throws geographical accuracy to the winds to an extent that would make even Harry Beck shudder.

And yet, for all that, in terms of legibility and aesthetics, it’s actually rather good.

In the centre of town, the map, while stylised, stays relatively true to physical geography. Note the presence of Hyde Park, for example, or the way you can now see that Paddington is quite near to Lancaster Gate (something TfL has always preferred to keep secret).

Further out, though, the map abandons geography entirely, allowing the map to stay compact while keeping lines quite evenly spaced. So, for example, lines that head broadly east now take a sudden right angle towards the top of the map:

You'll recall that we had a number of complaints about TfL’s latest effort. One was that it made no effort to distinguish between lines that run every two minutes, and ones that run twice an hour. Another was that it was uses a hideous white/grey two-tone background to represent the fare zones. Another was that parts of it were now so cramped that it was just plain ugly.

Cerović's effort sidesteps some of these problems. The zonal map has been replaced by tiny numbers next to station names:

And less frequent parts of the network appear in less vibrant pastel shades, so that the eye is more likely to skip over them. That includes the Overground, and (something absent from the standard map) the main rail links to London’s airports:

Different DLR routes are shown in different colours, based on their northern or western terminals. (The Stratford and Tower Gateway colours are a bit similar, mind.)

The map's even been designed so you can drop Crossrail in without ruining everything:

There are things we're still not nuts about. The various Overground lines are still all in one colour, which gets a bit confusing in places.

And the use of pastel colours to represent entire networks can be a bit misleading: far more trains serve most of the inner sections of the Overground than do some of the outer reaches of the tube.

Once again, though, it's hard to avoid the feeling that more thought has gone into this amateur map than has gone into TfL's official one for a very long time.

You can see more of Cerović's map on his website, here.

If you have a metro map you'd like CityMetric to publish as part of our never ending, self-indulgent search for viral traffic, then email Jonn.Elledge@CityMetric.com.

 
 
 
 

Everything you ever wanted to know about the Seoul Metro System but were too afraid to ask

Gwanghwamoon subway station on line 5 in Seoul, 2010. Image: Getty.

Seoul’s metro system carries 7m passengers a day across 1,000 miles of track. The system is as much a regional commuter railway as an urban subway system. Without technically leaving the network, one can travel from Asan over 50 miles to the south of central Seoul, all the way up to the North Korean border 20 miles north of the city.

Fares are incredibly low for a developed country. A basic fare of 1,250 won (about £1) will allow you to travel 10km; it’s only an extra 100 won (about 7p) to travel every additional 5km on most lines.

The trains are reasonably quick: maximum speeds of 62mph and average operating speeds of around 20mph make them comparable to London Underground. But the trains are much more spacious, air conditioned and have wi-fi access. Every station also has protective fences, between platform and track, to prevent suicides and accidents.

The network

The  service has a complex system of ownership and operation. The Seoul Metro Company (owned by Seoul City council) operates lines 5-8 on its own, but lines 1-4 are operated jointly with Korail, the state-owned national rail company. Meanwhile, Line 9 is operated jointly between Trans-Dev (a French company which operates many buses in northern England) and RATP (The Parisian version of TfL).

Then there’s Neotrans, owned by the Korean conglomerate Doosan, which owns and operates the driverless Sinbundang line. The Incheon city government, which borders Seoul to the west, owns and operates Incheon Line 1 and Line 2.

The Airport Express was originally built and owned by a corporation jointly owned by 11 large Korean firms, but is now mostly owned by Korail. The Uijeongbu light railway is currently being taken over by the Uijeongbu city council (that one’s north of Seoul) after the operating company went bankrupt. And the Everline people mover is operated by a joint venture owned by Bombardier and a variety of Korean companies.

Seoul’s subway map. Click to expand. Image: Wikimedia Commons.

The rest of the lines are operated by the national rail operator Korail. The fare structure is either identical or very similar for all of these lines. All buses and trains in the region are accessible with a T-money card, similar to London’s Oyster card. Fares are collected centrally and then distributed back to operators based on levels of usage.

Funding

The Korean government spends around £27bn on transport every year: that works out at 10 per cent more per person than the British government spends.  The Seoul subway’s annual loss of around £200m is covered by this budget.

The main reason the loss is much lower than TfL’s £458m is that, despite Seoul’s lower fares, it also has much lower maintenance costs. The oldest line, Line 1 is only 44 years old.


Higher levels of automation and lower crime rates also mean there are fewer staff. Workers pay is also lower: a newly qualified driver will be paid around £27,000 a year compared to £49,000 in London.

New infrastructure is paid for by central government. However, investment in the capital does not cause the same regional rivalries as it does in the UK for a variety of reasons. Firstly, investment is not so heavily concentrated in the capital. Five other cities have subways; the second city of Busan has an extensive five-line network.

What’s more, while investment is still skewed towards Seoul, it’s a much bigger city than London, and South Korea is physically a much smaller country than the UK (about the size of Scotland and Wales combined). Some 40 per cent of the national population lives on the Seoul network – and everyone else who lives on the mainland can be in Seoul within 3 hours.

Finally, politically the biggest divide in South Korea is between the south-west and the south-east (the recently ousted President Park Geun-Hye won just 11 per cent of the vote in the south west, while winning 69 per cent in the south-east). Seoul is seen as neutral territory.  

Problems

A driverless train on the Shinbundang Line. Image: Wikicommons.

The system is far from perfect. Seoul’s network is highly radial. It’s incredibly cheap and easy to travel from outer lying areas to the centre, and around the centre itself. But travelling from one of Seoul’s satellite cities to another by public transport is often difficult. A journey from central Goyang (population: 1m) to central Incheon (population: 3m) is around 30 minutes by car. By public transport, it takes around 2 hours. There is no real equivalent of the London Overground.

There is also a lack of fast commuter services. The four-track Seoul Line 1 offers express services to Incheon and Cheonan, and some commuter towns south of the city are covered by intercity services. But most large cities of hundreds of thousands of people within commuting distance (places comparable to Reading or Milton Keynes) are reliant on the subway network, and do not have a fast rail link that takes commuters directly to the city centre.

This is changing however with the construction of a system modelled on the Paris RER and London’s Crossrail. The GTX will operate at maximum speed of 110Mph. The first line (of three planned) is scheduled to open in 2023, and will extend from the new town of Ilsan on the North Korean border to the new town of Dongtan about 25km south of the city centre.

The system will stop much less regularly than Crossrail or the RER resulting in drastic cuts in journey times. For example, the time from llsan to Gangnam (of Gangnam Style fame) will be cut from around 1hr30 to just 17 minutes. When the three-line network is complete most of the major cities in the region will have a direct fast link to Seoul Station, the focal point of the GTX as well as the national rail network. A very good public transport network is going to get even better.