Historical Map: “Future Growth and Improvement” Map for Lansing, Michigan, 1921
Here’s a simply beautiful map from the 1920s, showing a comprehensive proposed future plan for the city. Along with the extensive and fastidious plans for the extension of the city’s street grid (the web of red extending outwards from the core), the map also shows existing and proposed streetcars with solid and dashed thicker red lines, respectively.
The map also audaciously proposes that the main line railroads be placed onto an elevated viaduct through downtown, something that never actually happened.
Finally, I absolutely love the graceful hand-drawn typography on this — stunning!
Historical Maps: Surface Trolley Lines and Elevated/Subway Lines of the Brooklyn Rapid Transit Company, 1913
A superb pair of maps that depict the trolley lines (top) and elevated and subway lines (bottom) of the Brooklyn Rapid Transit (BRT) Company as they would appear after the work specified in the famous “Dual Contracts" agreement was completed. Much of today’s existing subway system came about because of this contract, as can be seen from the red (proposed) lines on the lower map.
For me, the top map is even more interesting — it shows how incredibly dense the trolley system in Brooklyn was at the time.
(Source: University of Texas Library map collection)
Historical Map: Southern Pacific “Red Electric” Tracks in Downtown Portland, c. 1920
Scanned from the book “The Red Electrics: Southern Pacific’s Oregon Interurbans" by Tom Dill and Walter Grande.
This handsome map shows the routing of the Southern Pacific’s electric interurban trains through downtown Portland from their northern terminus at Union Station. These trains, popularly known as the “Red Electrics” after their distinctive carriages, ran from Portland all the way down the Willamette Valley as far as Corvallis, 85 miles distant. Service started in 1914, extended to Corvallis in 1917 and ceased in 1929; just 15 years later.
These big, heavy trains ran right down the middle of Fourth Avenue from Union Station with an intermediate stop at Stark and Fourth. At Fourth and Jefferson, the lines split into two services: the “Westside” route served Beaverton, Hillsboro, Forest Grove and Carlton, while the “Eastside” line served Oswego, Sherwood, Newberg and Lafayette. The two routes connected in Saint Joseph, just north of McMinnville, and then continued to Corvallis.
Of further interest, the map also shows the route of the competing Oregon Electric company, running down 10th Avenue and Salmon Street. Their terminus station was at 10th and Hoyt (the train barns still exist, repurposed as fancy loft apartments on either side of 10th Avenue), with stations at 10th and Stark, 10th and Alder, Salmon and 5th/6th, and Jefferson and Front (modern-day Naito). Also seen is the incredible network of streetcar lines at the time, visible on almost every downtown street!
Historical Map: The Plan of Chicago — Proposed Arrangement of Railroad Stations, 1909
A plate from the hugely influential 1909 Plan of Chicago (also known as “the Burnham Plan” after its primary author, the renowned architect and urban planner Daniel Burnham) showing proposed amendments and additions to the railroads of the city.
The thin red lines show main line railroads, which were going to be rerouted to two mega-stations to the south and west of the downtown area. To facilitate movement between these stations, an ambitious plan of subterranean streetcars (blue lines) and subway trains (dashed red lines) was proposed in addition to the already existing “El”. It’s hard to make out without viewing the image at its largest size on Flickr, but the “El” is shown by thin orange lines on the map.
In the end, little of this part of the plan was ever implemented. A new Chicago Union Station was finished in 1925, but no other stations were consolidated or relocated. In 1929, the South Branch of the Chicago River was rechanneled between Polk and 18th Streets to untangle railroad approaches as recommended by the plan. However, its importance as a part of this vastly influential document cannot be underestimated.
(Source: Penn State Libraries Pictures Collection/Flickr)
Historical Map: New Orleans Streetcar Trackage Map, 1945
A neat little map from the July, 1945 edition of the Electric Railroader’s Association’s Headlights magazine — both the association and the publication are still going strong today.
The map shows all the tracks in the Big Easy at the time, including those that were in usable condition but not currently utilised (indicated by a hash across the track). Routes are indicated by letters that were keyed to the text of the original article — “A” is the “Canal-Cemeteries” route, for example.
The editor of the web page where I found this map provides the following notes:
"There are some small problems with this map, but overall, the details are accurate. Unfortunately, [the artist] did not sketch the trackage of the Napoleon Yard, at the foot of Napoleon Ave. on the southeast corner of Tchoupitoulas St. Also, at Canal St., Royal and Bourbon Streets (Bourbon is not labelled) should be shown in line with St. Charles and Carondelet Streets, respectively. A four-track crossover should be shown in the block of Canal St. between Carondelet and St. Charles."
(Source: New Orleans in 1945, ed. J. George Friedman, Jr.)
Historical Map: Homeward Passenger Movement During the Evening Rush Period, Toronto, 1915
Beautiful diagram indicating the patterns of homeward peak-hour travel via public transportation (at this time, mainly streetcar) in Toronto. By my rough count, the collection of yellow dots in the downtown area represents some 49,500 people.
Of particular interest are the red-and-white hatched dots, which represent a point where passengers transfer from the privately-run Toronto Railway Company’s (TRC) streetcars to those of the city-owned Toronto Civic Railways. Due to a disagreement over the terms of the franchise, the TRC refused to offer streetcar service in newly-annexed portions of Toronto, forcing the city to create its own service in those areas. In 1921, the TRC’s franchise expired and all transit was consolidated under the new Toronto Transportation Commission, the forerunner to today’s Toronto Transit Commission.
If you look closely (click on the image to be taken to a much larger version of the map), you can see that ridership totals are also shown for the civic railways, just in a fine black hatching instead of the more prominent blue used for the services branching out of the downtown area.
Visually quite similar to this map of the morning peak flow on the New York City subway in 1954.
(Source: Toronto Transit Alliance)
Historical Photo: Detroit Department of Street Railways (DSR) Coach and Car Stop Locator, c. 1955
An interesting twist on the old push-button interactive transit map. Instead of pressing a button to map out your route, here you press a button to find out where in Detroit’s downtown area to board your bus or streetcar. Although difficult to make out, the text along the bottom of the map seems to read: “To locate your loading zone, press button on your line.” I’m not entirely sure how successful this innovation was, as everyone in the photo seems to have an air of confusion about them.
(Source: WSU Virtual Motor City Collection)
Unofficial Maps: Other Salt Lake City Rail Transit Maps
A selection of alternate maps for Salt Lake City that I’ve received as submissions or that I’ve found on the Internet. The first two maps — by thatlattesipper and scsj, respectively — were sent to me in the aftermath of Friday’s review of the UTA’s latest absymal effort, and must therefore have only had a few hours of work put into them.
Scsj’s map was actually produced by an online transit map generator in less than three hours and also includes the “MAX” bus rapid transit line. While it runs into problems because the stations from Meadowbrook to Courthouse run at a 45-degree angle instead of conforming to Salt Lake City’s street grid, the very fact that a free online tool can produce a more competent map in three hours than a sizeable transit agency can in six months is damning in the extreme.
The third map is by cranialdetritus and is possibly the nicest-looking of the bunch. The inclusion of the Free Fare Zone is a very welcome touch. Routes should be designated by their official numbers, however (701 = Blue Line, etc.).
The fourth is taken from Wikipedia’s page about the UTA, and is theonly map not to currently show the new streetcar line.. It’s not actually that great a map, but I would still venture that it’s better than the real thing.
The fifth map was featured a while back on Transit Maps (December 2012, 3.5 stars), and is also streets ahead of the official map.
So, that’s five completely unofficial maps that outshine the real thing, and I bet there’s more out there as well. Sad, really…
Official Map: Salt Lake City Rail Transit for Opening of New “S Line”
Submitted by the eagle-eyed Garrett Smith, who says:
I must say I am not overly impressed with UTA’s revision of their rail map—which will begin to be posted in trains once UTA’s first streetcar, the S Line, opens. Yes, it certainly is better than before. Removing addresses from the map did wonders for improving legibility. But that’s about it. Call me old fashioned, but shouldn’t the lines below the station names roughly correspond to the length of the word? And why doesn’t N. Temple Bridge/Guadalupe receive a callout box when it also is a transfer station involving TRAX, FrontRunner, and local bus service?
Transit Maps says:
And here we are: hardly worth the wait, really. Tiny baby steps have been taken by removing the street addresses of the stations, but almost all the previous faults are still present. The labelling of stations remains an awful, convoluted mess and the giant callout boxes at transfer stations are still completely unnecessary. Downtown is a disgrace, with eight stations crammed into the tiniest of spaces: so small that most of those stations have to have a smaller station dot to compensate. Meanwhile, the new “S Line” streetcar, which is only 2.1 miles long, stretches luxuriously off to the right side of the map, way larger in scale than it should ever be.
And your brand-new, awesome streetcar gets to be the “gray” line? How exciting.
This map needs to be crumpled up, thrown away and never used as a template again. Seriously, who at the UTA actually approves this? Who actually says, “Wow! That looks great! Let’s print some signs and put it on the website!”
Start from scratch. Abandon the pseudo-geographical layout that actually has no consistent scale. Take a diagrammatic approach and expand the downtown area (so we can read the station names!) while compressing the outlying ones. Make the FrontRunner follow a completely straight path from end to end — a compositional vertical axis for the rest of the map. Ditch the freakin’ terrible compass rose. Anything but this.
(Source: Official UTA website)
Historical Map: TTC System Map, Guide and Patron, December 5, 1957
Awesome old publicity photos that seem to feature a helpful TTC guide explaining the system map to Betty Draper. Also, the illustrations around the map itself are kind of incredible. The newfangled subway has only been open for three years at this point in time.
Compare to this similarly amazing TTC photo from 1966.
Reblogged from: torontohistory