These tools let you map journey times in the world's major cities

How far can you get on Los Angeles' half-hearted transit network? Image: Mapnificent.

Earlier this year we told you about TfL’s shiny mapping tool, which you can use to work out journey times from anywhere in London to, well, anywhere else in London.

But maps can bring joy to everyone, not just Londoners. Lucky, then, that there are other tools which let you do the same thing much of the rest of the world.

Mapnificent is the creation of Stefan Wehrmeyer, a German data researcher.  The tool mines a database of timetables submitted directly by municipal transit authorities, and estimates any connection and waiting times between changing modes of transport. Starting life as a project which looked at transport accessibility in Berlin, it now covers 99 major cities worldwide (though it seems to be more reliable for some than others).

Are you stuck in a major world city and want to know how far you can travel within half an hour? You can do that. From downtown Manhattan?

From Notre Dame, in the heart of Paris?

From the centre of Sydney?

What about amidst the throng of central Sao Paulo, the largest city in Brazil?

(It’s worth noting that these images aren’t necessarily all to the same scale.)

Closer to home, the tool covers cities including Manchester and Dublin. In London, though, Mapnificent produces some results that are strangely inconsistent with official TfL tool.

Below, as an illustration, we’ve used estimated travel times from the heart of Westminster. TfL reckon that you could reach as far as Covent Garden or Pimlico in 15 minutes (the central dark patch on the left hand image). Mapnificent suggests you could reach as far as the City of London or Elephant and Castle.

We think the latter is the more accurate assessment – a tube from St James’s Park to Cannon Street underground stations takes just 9 minutes, but the TfL mapper places the journey well inside the 15-30 minutes bracket.

That said, Mapnificent does appear to be less reliable when estimating journeys to outer London. A journey from Westminster to Romford, for example, can be completed in around 50 minutes, but the tool suggests considerably longer than that.

In its defence, Mapnificent doesn’t claim to be completely accurate: it doesn’t assess any of the raw data it uses, so discrepancies are likely to be down to data errors or an over-simplification of the connection times between two transport modes. But its creator claims the majority of errors are of less than 5 minutes, so it remains a useful indicative tool.

For those in the UK wanting to look at cities other than London or Manchester, there is an alternative. Mapumental served as the inspiration for Mapnificient, and allows transport accessibility mapping of any part of the UK with journey times of up to two hours.

A fast train from Birmingham to London takes just over 80 minutes. The Mapumental image below shows, starting from Birmingham city centre, where else you can travel within that time. Again, it has its issues (on the map below, we think central Nottingham should be lit up, for example). But for transport planners and those of us with an unhealthy interest in maps it is a great resource.

You can try out Mapumental and Mapnificent for yourself here.

(H/T for Mapnificent: the Guardian’s David Shariatmadari.)


The tube that’s not a tube: What exactly is the Northern City line?

State of the art: a train on the Northern City Line platforms at Moorgate. Image: Haydon Etherington

You may never have used it. You may not even know that it’s there. But in zones one and two of the London Underground network, you’ll find an oft-forgotten piece of London’s transport history.

The Northern City line is a six-stop underground route from Moorgate to Finsbury Park. (It’s officially, if confusingly, known as the Moorgate line.) But, unlike other underground lines, it not part of Transport for London’s empire, and is not displayed on a normal tube map. Two of the stations, Essex Road and Drayton Park, aren’t even on the underground network at all.

The line has changed hands countless times since its creation a century ago. It now finds itself hiding in plain sight – an underground line, not part of the Underground. So why exactly is the Northern City line not part of the tube?

The Northern City line, pictured in dotted beige. Source: TfL.

As with many so many such idiosyncrasies, the explanation lies in over a century’s worth of cancellations and schemes gone awry. The story starts in 1904, when the private Great Northern Railways, which built much of what is now the East Coast Main Line, built the line to provide trains coming from the north of London with a terminus in the City. This is why the Northern City line, unlike a normal tube line, has tunnels wide enough to be used by allow mainline trains.

Eventually, though, Great Northern decided that this wasn’t such a bright idea after all. It mothballed plans to connect the Northern City up to the mainline, leaving it to terminate below Finsbury Park, scrapped electrification and sold the line off to Metropolitan Railways – owners of, you guessed it, the Metropolitan line.

Metropolitan Railways had big plans for the Northern City line too: the company wanted to connect it to both Waterloo & City and Circle lines. None of the variants on this plan ever happened. See a theme?

The next proposed extensions, planned in the 1930s once London Underground had become the domain of the (public sector) London Passenger Transport Board, was the Northern Heights programme. This would have seen the line would connected up with branch lines across north London, with service extended to High Barnet, Edgware and Alexandra Palace: essentially, as part of the Northern line. The plans, for the main part, were cancelled in the advent of the Second World War.

The Northern Heights plan. The solid green lines happened, the dotted ones did not. Image: Rob Brewer/Wikimedia Commons.

What the war started, the Victoria line soon finished. The London Plan Working Party Report of 1949 proposed a number of new lines and extensions: these included extension of the Northern City Line to Woolwich (Route J) and Crystal Palace (Route K). The only one of the various schemes to happen was Route C, better known today as the Victoria line, which was agreed in the 1950s and opened in the 1960s. The new construction project cannibalised the Northern City Line’s platforms at Finsbury Park, and from 1964 services from Moorgate terminated one stop south at Drayton Park.

In 1970, the line was briefly renamed the Northern Line (Highbury Branch), but barely a year later plans were made to transfer it to British Rail, allowing it to finally fulfil its original purpose.

Before that could happen, though, the line became the site of a rather more harrowing event. In 1975, the deadliest accident in London Underground history took place at Moorgate: a southbound train failed to stop, instead ploughing into the end of the tunnel. The crash killed 43 people. The authorities responded with a major rehaul of safety procedure; Moorgate station itself now has unique timed stopping mechanisms.

The last tube services served the Northern City Line in October 1975. The following year, it reopened as part of British Rail, receiving trains from a variety of points north of London. Following privatisation, it’s today run by Govia Thameslink as part of the Great Northern route, served mainly by suburban trains from Hertford and Welwyn Garden City.

Nowadays, despite a central location and a tube-like stopping pattern, the line is only really used for longer-scale commutes: very few people use it like a tube.

Only 811,000 and 792,000 people each year enter and exit Essex Road and Drayton Park stations respectively. These stations would be considered the fifth and sixth least used in the tube network – only just beating Chorleywood in Hertfordshire. In other words, these usage stats look like those for a station in zone seven, not one in Islington.

One reason for this might be a lack of awareness that the line exists at all. The absence from the tube map means very few people in London will have heard of it, let alone ever used it.

Another explanation is rather simpler: the quality of service. Despite being part and parcel of the Oyster system, it couldn’t be more different from a regular tube. The last (and only) time I used the line, it ran incredibly slowly, whilst the interior looked much more like a far-flung cross-country train than it does a modern underground carriage.

Waiting for Govia. Image: Haydon Etherington.

But by far the biggest difference from TfL is frequency. The operators agreed that trains would run between four and six times an hour, which in itself is fine. However, this is Govia Thameslink, and in my experience, the line was plagued by cancellations and delays, running only once in the hour I was there.

To resolve this, TfL has mooted taking the line over itself. In 2016, draft proposals were put forward by Patrick McLoughlin, then the transport secretary, and then mayor Boris Johnson, to bring "northern services... currently operating as part of the Thameslink, Southern and Great Northern franchise" into TfL's control by 2021.

But, in a story that should by now be familiar, Chris Grayling scrapped them. At least it’s in keeping with history.