This map gives you all the tube knowledge you never knew you wanted

You could honestly waste hours looking at this map. I'd know, I have done. Image: Franklin Jarrier

You love the tube map, but sometimes it frustrates you, right?

Sure, it’s a useful navigator. But it doesn’t tell you where the stations are. And it doesn’t tell you how far away one set of platforms is from another.

It most certainly doesn’t tell you how the tracks curve between one station and another, and gives no indication whatsoever of other highly useful things – like where the sidings are, and where your local depot’s at.

Cry no more.

Because there is another map that shows London's underground, overground, DLR, tramlink, and national rail lines  tracks, stations, platforms, sidings and depots – in all their glory. 

Thanks to the work of Franklin Jarrier, whose website is an impressive collection of transport knowledge. The full map is available here  but seeing as you're reading this already we might as well share some of its best features with you. 

It colours lines according to which services they run, and shows platform positions and numbers within stations. 

Click any of these to expand. All images: Franklin Jarrier.

Like here, at Richmond. 

And just next to North Sheen you can also see that it shows where level crossings are. Neat, huh? 

It also seems to hint at some state secrets, or something. I see the words 'military depot' and it makes me feel excited (and, well, scared). 

At various places it can offer some useful guidance for station navigation. Especially with the bigguns: 

King's Cross St Pancras. A huge muddle, made less muddling. 

Or Baker Street, the station with the most underground platforms. 

It also shows some fun bits of track, like the Kennington loop on the Northern line. 

And the old branch of the Jubilee line to Charing Cross, which dates from before the extension to Stratford: 

And as you may have noticed, it tells you how old every bit of track is, which is very phenomenally cool. And also shows all the closed stations, platforms, and stations that never opened at all. Which is good

Depots! Everyone loves depots. 

Neasden depot is absolutely massive. 

You can see where the Victoria line emerges from the tunnel to head to the Northumberland Park depot – the only above-ground section of the line. 

Eurostar's engineering centre. Cool, right? 

So agonisingly close to connecting the Northern line with the Wimbledon-Sutton railway. Tease. 

And that's pretty much it, though the map also helps you make sense of some of the really messy parts of the network. Like Willesden Junction and Old Oak Common:

Or Stratford:

And here's the really cool bendy bit of the Central line that goes around the Bank of England, meaning one curvy platform with a lot minding the gap needing doing. 

So yeah. Good map, right? Hours of fun. 

Go forth, find fun little tidbits, and tweet them at us. If you must. 

Jack May is a regular contributor to CityMetric and tweets as @JackO_May.

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Tackling toxic air in our cities is also a matter of social justice

Oh, lovely. Image: Getty.

Clean Air Zones are often dismissed by critics as socially unfair. The thinking goes that charging older and more polluting private cars will disproportionately impact lower income households who cannot afford expensive cleaner alternatives such as electric vehicles.

But this argument doesn’t consider who is most affected by polluted air. When comparing the latest deprivation data to nitrogen dioxide background concentration data, the relationship is clear: the most polluted areas are also disproportionately poorer.

In UK cities, 16 per cent of people living in the most polluted areas also live in one of the top 10 per cent most deprived neighbourhoods, against 2 per cent who live in the least deprived areas.

The graph below shows the average background concentration of NO2 compared against neighbourhoods ranked by deprivation. For all English cities in aggregate, pollution levels rise as neighbourhoods become more deprived (although interestingly this pattern doesn’t hold for more rural areas).

Average NO2 concentration and deprivation levels. Source: IMD, MHCLG (2019); background mapping for local authorities, Defra (2019).

The graph also shows the cities in which the gap in pollution concentration between the most and the least deprived areas is the highest, which includes some of the UK’s largest urban areas.  In Sheffield, Leeds and Birmingham, there is a respective 46, 42 and 33 per cent difference in NO2 concentration between the poorest and the wealthiest areas – almost double the national urban average gap, at around 26 per cent.

One possible explanation for these inequalities in exposure to toxic air is that low-income people are more likely to live near busy roads. Our data on roadside pollution suggests that, in London, 50 per cent of roads located in the most deprived areas are above legal limits, against 4 per cent in the least deprived. In a number of large cities (Birmingham, Manchester, Sheffield), none of the roads located in the least deprived areas are estimated to be breaching legal limits.

This has a knock-on impact on health. Poor quality air is known to cause health issues such as cardiovascular disease, lung cancer and asthma. Given the particularly poor quality of air in deprived areas, this is likely to contribute to the gap in health and life expectancy inequalities as well as economic ones between neighbourhoods.


The financial impact of policies such as clean air zones on poorer people is a valid concern. But it is not a justifiable reason for inaction. Mitigating policies such as scrappage schemes, which have been put in place in London, can deal with the former concern while still targeting an issue that disproportionately affects the poor.

As the Centre for Cities’ Cities Outlook report showed, people are dying across the country as a result of the air that they breathe. Clean air zones are one of a number of policies that cities can use to help reduce this, with benefits for their poorer residents in particular.

Valentine Quinio is a researcher at the Centre for Cities, on whose blog this post first appeared.