Studio 01 Documentation
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PROJECT DONE BY JISHNURAM C. A. S1101104, PGDPD ’11 GRAPHIC DESIGN jishnuramca@gmail.com 09904800578
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Jishnuram C. A. / PGDPD GD / 2011-12
Studio 01 Documentation / Index
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Jishnuram C. A. / PGDPD GD / 2011-12
Introduction This project is pointing out the need and necessity of sustainable transport system and how it can be accessed by the public. The whole project is done on the perception that none of the big cities can afford for 18 year olds or older people to move freely on the road using individual vehicles. That is why the sustainable transport system has become more important. The project is based on the actual problems of road transportation and how to encourage the public to travel by public transportation using information design.
Studio 01 Documentation / Introduction
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Need for design The large majority of cities in India are reliant upon public bus service as the main mode of mass public transit. Here in Ahmedabad also there are enough public road transportation services available, However it is very difficult to find the right bus going to the desired destination in a timely manner. As there are thousands of local buses servicing daily. For the people who are very new to Ahmedabad finds it difficult to know about the places, roads, bus numbers and its timings, due to which they are forced to use private vehicles such as auto rickshaw’s and taxi cars, which is more expensive than bus service. In Ahmedabad AMTS (Ahmedabad Municipal Transport Service) provides the local bus services which covers almost every corner in the city but there is no passenger information system about the bus services except in their website. Hence, lack of information is also another problem faced by these people.
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Project proposal How to Catch a Bus in Ahmedabad • Project background The large majority of cities in India are reliant upon public bus service as the main mode of mass public transit. It is very difficult in finding the right bus going to the destination desired in a timely manner, especially in crowded cities like Ahmedabad, there are hundreds of local buses servicing daily. Lack of information system increase the problem.
• Objective/ learning Being a Graphic Design student, I am looking forward to find the solution through graphics, specific line diagrams for the bus routes passing through the station and timing information.
• Methodology Step 01 : Find the actual problem through discussion and survey. Step 02 : Study existing information system/ solutions and find out the problem. Step 03 : Develop the new solutions based on the study of Step 01 and 02. Step 04 : Refinement and corrections. Step 05 : Testing and Feed back. Step 06 : Documentation.
• Tentative end deliverable Information system designs
Jishnuram C. A. (Student)
Rupesh Vyas
(Project Guide)
Studio 01 Documentation / Need for design / Project proposal
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Primary study
with potential users or existing users As part of the study and survey was done to know about people’s traveling habits within and outside the campus especially the people working in campus and the students. By this survey it was found that the majority of people who travel by bus are mostly localites as they know its timing and bus routes. Most students in NID are new to Ahmedabad city and they don’t know the bus numbers, timing and bus routes. This lack of information force them to choose private vehicle. 90% of student’s within the campus travel by private vehicles.
Studio 01 Documentation / Primary study
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Secondary study After the primary study a deep study was done to understand the actual problem and the solution, for which expert advice, books, survey reports, and government policies were referred.
•
Introduction to transport
•
Survey reports and analysis
•
Public bus transport in Ahmedabad
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Existing information system
•
Proposed information system Fundamental solution Map Case study literature review, Target group Data Collection Iterative design process (Prototyping and documenting feedback)
Studio 01 Documentation / Secondary study
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Transport Transport (British English) or transportation (American English) is the movement of people and goods from one place to another. The term is derived from the Latin trans (“across”) and portare (“to carry”). The first form of transport was,of course, shanks pony ( the human foot). However people eventually learned to use animals for transport. Then the invention of wheel change the concept of travel. The animal-drawn wheeled vehicles, bicycle, motorised vehicles and rail transport become popular. From the beginning of history, human sensitivity has revealed An urge for mobility leading to a measure of Society’s progress. The history of this mobility or transport is the history of civilization. For any country to develop with right momentum modern and efficient Transport as a basic infrastructure is a must. It has been seen throughout the history of any nation that a proper, extensive and efficient road transport has played a major role. ‘Transporters’ perform one of the most important activities, at every stage of advanced civilization. Where roads are considered as veins and arteries of a nation, passenger and goods transported are likened to blood in circulation. Transport is the essential convenience with which people not just connect but progress. Throughout history, people’s progress has been sustained on the convenience, speed and safety of the modes of transport. Road transport occupies a primary place in today’s world as it provides a reach unparallel by any other contemporary mode of transport.
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Functions of transportation • Transportation raises the standard of living, making possible improved housing, clothing, food and recreation. • Transport contributes in Growth of industries whose product requires quick marketing. • Transport helps in increase in the demand for goods. Through transport newer customers in newer places can be easily contacted and products can be introduced to them. Today markets have become national or international only because of transport. • Transport creates place utility. Transport bridges the gap between production and consumption centers. • Transport creates time utility. It helps the product to be distributed in the minimum possible time. • Transport identifies competition, which in turn, reduces pries • Transport helps in stabilization of price. • Transport increases mobility of labor and capital.
Studio 01 Documentation / Transport / Functions of transportation
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Means of transport The means of transport are classified on the basis of the way, the vehicle, the motive power used and terminals.
Road transportation Road transportation is the back bone of the economy. A well–knit and coordinated system of transport plays an important role in the sustained economic growth of a country. The development of transport, especially road transport, is one of the key features of the past 50 years as it has facilitated trade, it has allowed the improvement of movement of people and goods, it has contributed to the removal of barriers and led to an overall better standard of living. This development is part of a global social development to which individuals’ and companies’ choices, technological innovations and the quest for rapidity, comfort and freedom contribute.
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Challenges facing urban transport in India The rapid growth of urban areas has put a strong demand for upgradation and augmentation of urban transport systems. In the near future, urban transport will become a major concern in all large cities in India. Congestion, accidents, pollution and road decay will inevitably Increase. The lack of efficient public transport will become more and more costly in economic and social terms. The National commission on Urbanisation had in the eighties noted that “Urban transportation is the single most important component instrumental in shaping urban development and urban living�. In an era when urban areas are recognised to be the engines of economic growth urban transport would indeed qualify to be the wheels of that engine. Transportation is critical to the economic growth of cities. Urban transport systems have a huge bearing on city efficiency and quality of life. It is also critical as the sector consumes large amounts of public resources which have increasingly higher opportunity costs. Also an increasingly evident, the sector provides for a strong linkages between urban development, transportation, energy and environmental activities opening possibilities for cumulative benefits by synergising the benefits in an integrated system.
Studio 01 Documentation / Means of transport / Challenges facing urban transport in India
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Urban population India is urbanising. Its urban population is growing at an average rate of around 3% per year. The average rate of growth of the urban population is not expected to change significantly during the next ten years or so. Assuming decadal increase of around 32%, India’s urban population is expected to increase from 377 million in 2011 to 500 million in 2021. In terms of percentage of total population, the urban population has gone up from 17% in 1951 to 31.8% in 2011 and is expected to increase up to around 35% by the year 2021. During the 2000s, 91 million people joined the ranks of urban dwellers – which implies that the growth rate in urban areas remains almost the same during the last twenty years; urban population increased by 31.5% from 1991 to 2001 and 31.8% from 2001 to 2011. However, the number of metropolitan cities – those with a million plus population – has increased sharply over this period. From 35 in 2001, the number of metropolitan cities
rose to 50 according to the Census of India, 2011. Out of these 50, eight cities – Mumbai, Delhi, Kolkata, Chennai, Hyderabad, Bangalore, Ahmedabad, and Pune – have population more than 5 million. India’s big cities now account for a larger share of total urban population a trend that has been observed since independence. In 2011, the share of metropolitan cities was 42.3%, up from 37.8% in 2001 and 27.7% in 1991. The distribution of urban population by city size widely varies and is skewed towards larger cities. One specific feature of India’s urbanization is the increasing metropolitanization, that is, growth in the number and size of cities with a million plus population. The trends indicate the continued urbanization and metropolitanisation in the years to come. Often, there is a debate as to whether it is an index of development or distress. The very process of urbanization has sometimes been looked as something undesirable.
31.8%
17%
Urban population
Urban population
83%
Rural population
Average distribution of population in India - 1951
68.2%
Rural population
Average distribution of population in India - 2011
Source: Urban Transport in India: Issues, Challenges, and the Way Forward Sanjay Kumar Singh
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Percentage
Vehicular growth and availability of transport infrastructure
Combination of Indian registerd motor vehicle (in Percentage) 2- Wheeler population measured as a percentage of total vehicles show a steep rise between 1951 and 1991 but thereafter increased very slowly. The percentage share of the rest of the vehicle categories declined sharply from 1951 to 2001 and thereafter their shares remained nearly stagnant. With a rising income and greater need for mobility the personalized mode of transport is likely to grow in importance in the coming years. However, proliferation in the personalized mode of transport has serious implications for traffic congestion, energy efficiency and pollution. The growth of vehicular traffic on roads has been far greater than the growth in road network; as a result the main arterial roads in the country are facing capacity saturation. Between 1991and 2008 the total vehicle population grew at a CAGR of 9.8 per cent vis-a-vis the CAGR of 3.4 per cent in the total road length. A noteworthy aspect has been the step-up in the growth of National Highway network in recent years which has grown at CAGR of about 4.1 percent.
Source: Road transport year book 2007-09
addition of modern vehicles competes for road space in the urban areas. Private vehicles especially, car ownership and use is growing rapidly in most cities across the country. The vehicle ownership ratio in the cities is growing at an alarming rate manifesting in congestion, rising accident rates and incidents of road rage. The increasing dependence on personalised modes of transport could also be attributed to the inadequate level of investments in public transport. Distances are increasing with the growth of cities and so is the average trip length. The inadequacy of public transport and consequent increase in personalised mode of travel is leading to increase in traffic density, reduction in travel speed, congestion, accidents and high levels of pollution.
The growth of road infrastructure in the country has not kept pace with the revolution in automotive sector, with the result that the frequent
Studio 01 Documentation / Urban population / Vehicular growth and availability of transport infrastructure
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Effects on mobility Mobility can be assessed in terms of speed, travel times, delays, etc. along the important corridors of the city. According to MOUD (Ministry of Urban Development), the average journey speed in 2007 on important city corridors is in the range of 17– 26 kmph, which is considerably low as compared to the designed speeds for the same roads. Considering the do-nothing scenario, these speeds are expected to fall to single digit by 2031. 30 25
kmph
20 15
City category
Population (in lakhs) <5
10
5-10 10-20
5
20-40 40-80
0
> 80 2007
2011
2021
2031
Anticipated average journey speed (kmph) on major corridors Source: Achieving sustainable transportation system for Indian cities – problems and issues
According to an interesting finding from the MOUD report on calculating congestion index of 30 cities of India, it is concluded that 0.25 is the average congestion index on a scale of 0–0.6, where ‘0’ indicates good and ‘0.6’ indicates poor index value, and most of the major metro cities fare very badly on the congestion index with its value much higher than the average. Here, the congestion index is calculated as (1 – x/y), where x is the observed speed and y is the expected speed. The average volume to capacity (V/C) ratio on major corridors within cities (in 2007) has already reached values closer to or exceeding 1, indicating extreme congestion conditions during peak hour. This V/C ratio is expected to reach a value of up to 2 by 2031, under the do-nothing scenario.
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Poor >
0.60
Congestion Index
0.50 0.40 0.30
< Average > 0.20
ng to Pa k na j Po Shi i nd ml ich a er Bi ry ka ne Bh uv Ra r an ipu C esh r Hu han wa bl dig r i-D a ha rh r Gu wa w d ah Am ati Tr rit iv sa an r dr M um ad ur ai Ag Bh ra op a Ko l ch Pa i Va tna ra na Na si gp u Ja r ip Ka ur np u Su r ra t Ah P m un ed e Hy ab de ad ra b Ch ad e Ba nn ng ai al or e De Ko lhi lk M ata um ba i
0.00 Ga
< Good
0.10
Congestion index of selected Indian cities
Source: MOUD (Ministry of Urban Development)
Congestion is one of the most prevalent transport problems in large urban agglomerations, usually above a threshold of about 6 million inhabitants. It is particularly linked with motorization and the diffusion of the automobile, which has increased the demand for transport infrastructures. However, the supply of infrastructures has often not been able to keep up with the growth of mobility. Since vehicles spend the majority of the time parked, motorization has expanded the demand for parking space, which has created space consumption prob-
lems particularly in central areas; the spatial imprint of parked vehicles is significant. Congestion and parking are also interrting between their residence and workplace. An important factor behind this trend is related to residential affordability as housing located further away from central areas (where most of the employment remains) is more affordable. Therefore, commuters are trading time for housing affordability. However, long commuting is linked with several social problems, such as isolation, as well as poorer health (obesity).
This graph shows that the share of public transport has been declaining. According to this graph, the public transport share in 2007 was 47% that expected to fall 26% by 2031. Which clearly shows that the public transporation habit has been shifting from public transport to private transport.
50 45 40 35
Percentage
30 25 20 15 10
PT - Public Transport
5
PV - Personal vehicles
0
NMT - Non motorised transport
2007
2011
2021
2031
Projected change in public transport share and estimated mode share for urban areas Source: Achieving sustainable transportation system for Indian cities â&#x20AC;&#x201C; problems and issues
Studio 01 Documentation / Effects on mobility
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Millions
Effects on safety 100 90 80 70 60 50 40 30 20 10 0
No. of fatalities per million population No. of vehicles in millions 1971
1975
1981
1985
1991
1995
2001
2005
Road fatality trends of India Source: Achieving sustainable transportation system for Indian cities â&#x20AC;&#x201C; problems and issues
Road accidents involving injury, 1980â&#x20AC;&#x201C;2004 (in thousands) Year 1980 1990 2000 2001 2002 2003 2004
Germany
Sweden
412.7 389.4 382.9 375.3 362 354.5 339.3
15.2 17 15.8 15.8 16.9 18.4 18
Great Britain 257.3 265.6 233.7 229 221.7 220.1 213
Safety is another important goal of transportation, and as Figure 6 shows, it is a major worrying issue in India because of the ever increasing trend of road fatalities. Recently, WHO revealed in its global status report on road safety that India topped in road accident fatalities, than any other country in the world, including the most populous China. In India, the number of road deaths is increasing every year whereas in European countries such as Germany, Sweden, England, Denmark, etc., The numbers are either stagnant or reducing which indicates their higher sustainability levels (Table 12). In Sweden, the government is aiming at zero fatalities in road accidents and advocating policies accordingly.
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Denmark 12.3 9.2 7.3 6.9 7.1 6.7 6.2
India 153.2 282.6 391.449 405.637 407.497 406.726 429.91
Effects on environment
8%
6% Comm-
ercial Residential
40%
Energy production
26%
Transport
19%
Manufacturing & construction
Sector-wise carbon emissions Source: Achieving sustainable transportation system for Indian cities â&#x20AC;&#x201C; problems and issues
If we consider the current state of sector-wise carbon emissions (Figure 7), it can be observed that the transport sector has a major share of 26% of total carbon emissions as compared to other sectors, such as energy, manufacturing, residential, commercial, etc. Also, within the emissions from the transport sector, road transport has a major share of 65% as compared to rail, air and water transport. Certainly, these facts are closely related to the present trends of urbanization, motorization and modal share. Tables 13 and 14 show fuel consumption per day in kilolitres and emissions per day in tonnes, respectively, by different types of vehicles for different city categories. The major share of fuel consumption as well as emissions is by cars and two-wheelers as compared to buses, except for cities of Category 6, i.e. more than 8 million population, where the fuel consumption is higher for buses but still the emission is less compared to cars. This scenario clearly results from the prevailing imbalance in modal split (as mentioned earlier), which is not only affecting mobility, but also the environment.
control on land-use, lack of proper roads and parking facilities, poor public transport, lack of road-user discipline, etc. This level and type of urbanization in India has caused many problems, especially with regard to its impact on the demand for infrastructure facilities. Urban transport systems have come under heavy strain and this has adversely affected the quality of life of the urban dwellers. Mass transport facilities in the cities are grossly inadequate for providing fast, comfortable and convenient travel. This has resulted in heavy shift of commuter patronage from mass transportation to private and intermediate transport and consequently, a huge increase in intermediate and private vehicle ownership. The introduction of small cars such as Tata Nano (peopleâ&#x20AC;&#x2122;s car), in the Indian market is further adding to the complexity of the transportation situation in the Indian cities. The resultant effects are: increased traffic congestion and transport-borne pollution, heavy fuel consumption, poor level of service to the commuter, etc. So, it can be clearly said that the current systems and trends in Indian cities are not sustainable.
To summarize this section, most of the Indian cities today are typically characterized by high-density urban areas, absence of proper
Studio 01 Documentation / Effects on safety / Effects on environment
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Land use regulation problem
Roads/infrastructure does (not) solve the problem
Many studies point to the pivotal role of Land-use: “If people could just live near work, service and leisure then transport distances would be reduced”. unfortunately, very few communities have solved the land use regulation problem because doing so would destabilize governance. Robert Cervero, in ‘The transit Metropolis’, reviews the relatively modest successes of a number of cities around the world. The two notable highlights, Singapore in Asia and Curitiba in Brazil, are justly held up as models for transportation planning, yet neither has been replicated elsewhere.
As it is not evident that more and bigger roads creates more traffic jams. But they do. They stimulate real estate development around them and towards the outskirts they reach stimulate longer trips. It is very clear today that solving traffic problems building more and bigger roads is like trying to put out a fire with gasoline. American cities traffic is getting worse every year. Between 1982 and 2001 while the US population grew less than 20 per cent, the time Americans spend in traffic jams increased by 236 per cent. The third world city, where the major traffic jams is also a particularly flagrant demonstration of the upper classes disregard for other more critical needs of the poor. Of course, some roads are necessary; those clearly inconvenient are the ones constructed or enlarged in order to reduce rushhour congestion. In developing country like India poorer homes do not own cars. The poor suffer the costs of roads without most of the benefits. Bigger roads do not solve traffic problems. The only way to avoid undesirable suburban city development is to severely restrict car use. Unrestricted private car usage inevitably breeds suburbs. Once car get into jams, immense pressure develops to build more, faster roads. Faster roads soon generate new development around them and thus their own traffic jams. But in the process they push suburban development farther, lowering average population densities.
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Importance of public transportat in urban areas “A developed country is not a place where the poor have cars. It’s where the rich use public transportation.”@petrogustavo Mayor of Bogota Many cities in India have grown at an unprecedented rate in recent years, and this growth is expected to continue in the foreseeable future. In 1951 only five cities in India had populations in excess of 1 million: Kolkata (4.67 million), Mumbai (2.97 million), Delhi (1.43 million), Chennai (1.54 million), and Hyderabad (1.13 million). By 2001, however, there are 35 cities in India whose populations topped 1 million, and by the end of the year 2021 there are expected to be at least fifty. Fast-growing cities in India have nurtured business and industry and have provided jobs and higher incomes to many migrants from rural areas. Thus, it is important that cities function efficiently – that their resources are used to maximize the cities’ contribution to national income. City efficiency largely depends upon the effectiveness of its transport systems, i.e., efficacy with which people and goods are moved throughout the city. Poor transport systems
stifle economic growth and development, and the net effect may be a loss of competitiveness in both domestic as well as international markets. Although Indian cities have lower vehicle ownership rate (number of vehicles per capita) than their counterparts in developed countries, they suffer from worse congestion than cities in industrialised countries. In Kolkata, for example, the average speed during peak hours in CBD area goes down as low as 7 km per hour. This indicates both the amount of time and energy that are wasted and the scale of opportunity for improvement. Key points of benefits for public transportation given below. 1. 2. 3. 4. 5. 6. 7. 8.
It saves time. It saves space. It saves money It ensures safety It eases traffic congestion It reduce pollution It assists cities in their wealth creation. It reduces the external costs of car dependence. 9. It reduces oil vulnerability. 10. Fosters More Livable Communities
Studio 01 Documentation / Land use regulation problem / Roads/infrastructure does (not) solve the problem / Importance of public transportation in urban areas
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Ahmedabad Municipal Transport Service (AMTS)
Bus Rapid Transit System (BRTS) Ahmedabad
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Public bus transport in Ahmedabad There are three public transport service runs in the city. The Ahmedabad Municipal Transport Service (AMTS), Gujarat State Road Transport Corporation (GSRTC) and Bus Rapid Transit System (BRTS) Ahmedabad The Ahmedabad Municipal Transport Service (AMTS) functioning under the Ahmedabad Municipal Corporation (AMC), is responsible for providing the public transportation system in the city. Over the years, the AMTS has seen a rapid decline in its ridership levels, on account of stiff competition from rising two-wheeler ownership levels, lack of route rationalization and inability to upgrade its infrastructure to cater to the existing public transport demand in the city. The inability of AMTS to cater to the city’s demand has resulted in people shifting to auto-rickshaw, the shared auto-rickshaw (chakdas) and two wheelers. But AMTS is the only bus service that cover every corner in the city. AMTS runs over 800 bus services daily. But still AMTS doesn’t has the proper passenger information system. The responsibility of providing inter-city state operations lies with Gujarat State Road Transport Corporation (GSRTC).
Gujarat State Road Transport Corporation (GSRTC)
The Ahmedabad BRTS, which was inaugurated three years back, was expected to reduce traffic congestion on the city’s roads and also reduce pollution levels. But this has not happened. As a study by two researchers, Prof Darshini Mahadevia and Prof Rutul Joshi of the Centre for Urban Equity at CEPT University, has shown, affluent people still prefer to use their private vehicles instead of BRTS buses.BRTS is the only public transport system in the city that has better information system like GPS enabled facility with 2 way voice days and passenger information system as well as e-ticketing system. Extensive application of Intelligent Transport System (ITS) Bus Stations with the latest technology. Option of a Janmarg Travel Card that saves the commuters from the stand in long lines and buy tickets. It has the better bus route map in printable format, e-format and well display in each bus stops.
Studio 01 Documentation / Public bus transport in Ahmedabad
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Existing information systems of AMTS
AMTS already has variety of public transport information system for passengers like SMS, Call center, website, and they installed passenger information system in major bus turminals But unfortunately public doesn’t get the advantages of this facilities. May be because it not sufficient or public does not aware of it. It never helps the person who new to the city. It would only help the persons who familiar with the place. The web site does not provide any information about the exact bus routes and connection bus routes. Unfortunately services like sms and call center does not working these days.
SMS service Through SMS we can find the arrival time and routes available between two stops by sending a SMS on 8511120202. •
Route information between two stations with scheduled time:
Format: ESCH-Source-Destination Example: ESCH-Maninagar-LalDarwaja
Output: Route 300 - ETA on 4:45:23 PM at Maninagar •
Bus Arrival Information at station
Format: ARR-StationName-RouteNumber Example: ARR-Gujarat University-200
Output: Route 200-Bus will arrive at Gujarat University in 12 mins
At-stop AMTS bus stop provided the information of bus numbers that pass through that particular bus stop. Bus stop name also given every bus stops. All information are in Gujarati language. So the persons who does not know the Gujarati language become problem. Apart from bus numbers and bus stop name there is no information about the bus route and bus timings.
At-Bus stand AMTS bus terminals given the information about AMTS bus service. It only gives some information about bus numbers and not given any information about the location that particular place and bus routes.
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Website AMTS has a website called www.amts.co.in. Through this website they provide the information to public. These website shows the list of bus numbers and their staring points and end points.
Call center AMTS provides a toll free (08002331881) call center facility for passengers to provide information about AMTS bus service.
On the bus Starting point and destination are written on the bus. Bus numbers also displyed well. But everything is wrtten in Gujarati. The user should have to be aware about the place and route. If the person doesnâ&#x20AC;&#x2122;t know the gujarathi language It would be difficult to find the right bus.
Studio 01 Documentation / Existing information system of AMTS
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Proposed model of Information system This model of information system is linked with each other. It helps to provide the real time information to public for accessing the right buses, routes and itâ&#x20AC;&#x2122;s timing. User can get the information by using any of this facility. All buses are connected with GPS tracking and it linked with SMS, internet, call center and bus stops. So that the user can get the real time information.
Studio 01 Documentation / Proposed model of information system
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Target audience The target audience chosen for this project was NID, Ahmedabad students, since most of them are from outside the state. So most of them are not aware about the bus routes and its timing. Autorikshaws and other taxi people are taken advantages of this problem. Only for traveling itself they are spending lot. More than 90% of students in the campus depend upon paid taxis for travelling. For the education purpose itself they need to go outside for buying things rather than entertaiment. AMTS provides the service almost every corner in the city rather than BRTS and GSRTC. In the same time they has the poorest information system comparatively BRTS. GSRTC provide only a inter-city state operations. So it was AMTS that can provide better service to NID students if they could provide proper information of the bus routes and timings so that the students could use the public transport.
Studio 01 Documentation / Target audience
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Type of maps There are many different types of maps, which are generally classified according to what they are attempting to show. It must be noted that there are many different interpretations as to what are the types of maps. One common point of view is that there are only two types of maps: •
those which summarise the landscape (topographic and general reference maps)
•
those which describe/comment on the landscape (all other maps – usually called thematic maps)
For ease of describing functionally quite different maps; and to explain what can be confusing differences; we have opted to use a greater number of map types:
Why map •
Easy to access
•
Simplicity
•
Informative
•
No need of Internet, electricity
•
Understandability
•
Serves the need
•
Easy to carry
•
Fundamental approach
•
Basic tool for technological upgradation
Map A map is a visual representation of an area a symbolic depiction highlighting relationships between elements of that space such as objects, regions, and themes. Whereas, Cartography (from Greek chartes or charax = sheet of papyrus (paper) and graphein = to write) is the study and practice of making maps. Combining science, aesthetics, and technique, cartography builds on the premise that reality can be modelled in ways that communicate spatial information effectively.
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Planimetric maps These are simple maps showing important physical (natural and man-made) features in an area. They usually have a primary purpose of summarising the landscape to aid discovery of locations. They are usually easy to read and understand. Most of the early mapping of the Earth falls into this group. As a general rule, General Reference Maps would only show relief in a stylised manner. Street and tourist maps are good examples of general reference maps.
Topographic Maps Like the General Reference Map, Topographic Maps are a summary of the landscape and show important physical (natural and man-made) features in an area.The primary difference is that they show elevation in detail. A Topographic map is primarily concerned with the topographic description of a place, including (especially in the 20th and 21st centuries) the use of contour lines showing
elevation. Terrain or relief can be shown in a variety of ways.
Thematic maps These are maps which depict information on a particular topic. The detail portrayed on a thematic map may be physical, statistical, measured, or interpreted, and sometimes requires specialist knowledge by the map user.
Navigation maps Navigation Charts combine aspects of topographic, general reference and thematic maps and are produced as navigation aids for ships, boats and aircraft. It is designed for a very specific user community. Specialist knowledge is usually required to read charts.
Topographical map
Topological maps Topological map is one that has been simplified so that only vital information remains and unnecessary detail has been removed.[citation needed] These maps lack scale, and distance and direction are subject to change and variation, but the relationship between points is maintained. A good example is the tube map of the London Underground.
Navigation Charts
Thematic map
Topological map
Studio 01 Documentation / Why map / Map & Types of maps
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Map Design “map design is perhaps the most complex.” Arthur H. Robinson codified the
mapmaker’s understanding that a map must be designed foremost with consideration to the audience and its needs. From the very beginning of mapmaking, maps “have been made for some particular purpose or set of purposes”. The intent of the map should be illustrated in a manner in which the percipient acknowledges its purpose in a timely fashion. The term percipient refers to the person receiving information and was coined by Arthur H. Robinson, an American cartographer influential in thematic cartography. Making a meaningful map is the ultimate goal. Alan MacEachren explains that a well designed map “is convincing because it implies authenticity.” An interesting map will no doubt engage a reader. Information richness or a map that is multivariate shows relationships within the map. Showing several variables allows comparison, which adds to the meaningfulness of the map. This also generates hypothesis and stimulates ideas and perhaps further research. In order to convey the message of the map, the creator must design it in a manner which will aid the reader in the overall understanding of its purpose. The title of a map may provide the “needed link” necessary for communicating that message, but the overall design of the map fosters the manner in which the reader interprets it Most maps use text to label places and for such things as the map title, legend and other information. Although maps are often made in one specific language, place names often differ between languages. Difficulties arise when transliteration or transcription between writing systems is required.
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Literature review Map making guide
The acronym DOGSTAILS makes it easy to remember the important parts of a map:
National Geographic, Macropolo Xpeditions,
Map A graphic representation of selectedcharacteristics of a place, usually drawn to scale on aflat surface.
Cartographer A person who makes maps.
Map projection The process of transferringinformation from a three-dimensional (spherical)surface to a two-dimensional (flat) surface. Every maphas some distortion, either in shape, size (area),distance, or direction. Learn more about mapprojections by visiting the National Geographic feature“Round Earth, Flat Maps”
Key Map Elements A good map should tell you what it is about(title), which direction north is (orientation),when the map was made or updated (date), who made the map (author), what the symbols mean (legend or key), how distances on the map relate to distances on the ground (scale), where to find selected places on the map (index), how to find places on the map (grid), and where the map’s information comes from (sources or credits). However, not every map will identify all of this information. The more information provided, the better will be able to evaluate its content, credibility, and appropriateness for a given purpose or audience.
D Date Orientation O Grid G Scale S Title T Author A Index I Legend L Sources S
When the map was made Directions (north arrow) Locates places on the map What the map distance is What, where, and when Who made the map Map address of places What the symbols mean Basis for map information
Envisioning Information Tufte, Edward , Graphics Press
A graphical or tabular display of data is what is called here as envisioned data and it is done so to reason about, communicate, document, and preserve knowledge. The main problem we are facing today is the data we are dealing with is multi-dimensional, but we (mostly) have to represent it in 2D. Then, how can we “escape flatland” and the limitation of the 2D medium is by increasing the number of dimensions and/or the data density shown in 2D. This is only possible with extensive compromise.
Some of the technique which author suggests for envisioning information are: Average and variation of data: If working with vast quantities of data, it can be more useful to show means and variation within the data set rather than the data points themselves. Dimensionality and data compression: Dimensions can be added by e.g. the ordering of data entries, color, spacing. Small multiples: A series of small information
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slices, positioned within the eye span, that allow to compare at a glance. They are visually enforcing comparisons of changes. Micro/macro displays: High-density designs that allow simultaneous local and global readings.
“Clarity and simplicity are completely opposite simple-mindedness.”
What should be avoided while designing Information: Pridefully Obvious Presentation: The attention is put on the design (the data containers), not the data it represents. Chartjunk: Cosmetic decoration that tries to compensate for otherwise dull design or lack of content. It often distorts the data and assumes the readers to be dumb and uncaring.
to differentiate the data leads to cluttered and incoherent displays filled with disinformation. “Confusion and clutter are failures of design, not attributes of information.” 1+1=3 or more, We need to be aware that elements interact, creating non-information patterns and texture. Negative areas of white space are visually activated.
Color and Information The first principle about using color is: “Above all, do not harm.”
Uses of color • To label (color as noun) • To measure (color as quantity) •
To represent or imitate reality (color as representation)
Micro/Macro displays:
• To enliven or decorate (color as beauty)
Simplicity of reading derives from the context of detailed and complex information, properly arranged. A most unconventional design strategy is revealed: to clarify, add detail.
Color for quantifying data:
Fine-textured graphics with high detail lead to personal micro-readings, they call for individual stories about the data. The vast complexity is organized through multiple and (often) hierarchical layers of contextual reading. That is, the same ink serves one than one informational purpose. Read on a macro-level, the (micro-level) data blurs into a gray shape and allows for a different reading.
“The more relevant information within the eyespan, the better.”
Layering and Separation When envisioning information, we want to show differences that make a difference. We can enforce that difference within the information if we consciously layer and separate it, visually stratifying various aspects of the data. Failure
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Color is a natural quantifier, which we can perceive and distinct with an incredible fineness. Value scales (by color brightness) are often used, because they are easy to remember. Rainbow scales are an alternative, but are hard to remember and thus need other cues to be able to interpret the data. Any color coding of quantity is potentially sensitive to contextual effects. (i.e. the same color appears to be lighter on a darker background). These interactions are only very seldom wanted (i.e. using a combination of two colors for a line, to avoid having to introduce a third color). Also, translating color back to data is error-prone, as readers have varying color perception. Therefore, don’t rely on color as the only way to send your message. Use multiple signals, redundant and partially overlapping methods. But make sure that there is a need for the redundant signal, and that you choose the appropriate redundancy.
Case study
than lines in the map of Zurich, and they are also designed in the classic style. The bus map includes a simplified version of the city plan in the background, containing simplified main streets and vegetation.
Schematic map of the regional public transport of Zurich, Switzerland
The subway map of Madrid
The map has all lines with 0 \ 45 \ or 90 angles. Train lines are in the French style and are drawn parallel to each other. Bus lines are in the classic style and are thinner than train lines. Train lines have circular arcs around bends, while bus lines have adjoining straight lines. Bus stops are symbolized by full circles in the same colour as the bus line and train stations by white circles. Two or more lines passing through a train station are represented by white cylinders. Labels of transport lines and stations have three different sizes and are written at 0\ 45 , or 90 angles, according to the available space. Labels of train routes appear in special insets along the train line. The background contains a simplified shape of the canton, as well as highly generalized shapes of lakes and rivers. The only reference location included in the map is the airport.
has a similar design to the Porto bus map (i.e., routes are in the classic style, and a city plan is included in the background). The city plan in the background contains all streets, simplified, with main streets labelled, some vegetation, and indications of shops (probably those belonging to the commercial sponsor of the map). The Madrid subway lines are simplified only; they do not have fixed schematic directions, as in the Zurich map. Note that the schematic map also includes a graticule, graphic scale, and north symbol.
Bus network of Porto, Portugal Bus lines receive relatively less geometric simplification and less aesthetic treatment
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The London Underground Tube Map
Beck’s LondonUnderground Map The London Underground Tube Map has been considered by many a graphic masterpiece of the twentieth century. With its structure and simplistic design, and the way it can display large amounts of detailed information effortlessly in an easy to read diagram shows howmuch of a graphic genius it is. Henry Beck, the creator of the map came up with the concept of taking a map bound by its geographic reality and stripping it of it’s geography in orderforthe information to be clearly displayed and not hindered by information deemed unnecessary. He took what was a mess of information and logically ordered it into a concise graphical display. By minimising the clutter and simplifying the amount of different conventions used on one graphic, he developed a system of displaying information that would prove successful not only formany years, but all overthe world.
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The map that defined change The first maps of the Underground were released in 1906, by the railway authorities, representing the geographically true location of each line and theirrespective stations;themap remained this way until 1932. The original maps showed the entire network of the Underground systemas clearly asit could while keeping the lines and stations geographic integrity. Before the conception of the new Tube Map, the geographically correct map was as confusing to tourists as it was to London’s own residents. The pre - Beck map was one of the last revisions of the map prior to it being completely redesigned by Beck. Henry Beck was an engineering draftsman who was working for the Underground Group. It is believed that his ideas came from his experience in drawing electrical circuits. He first developed the idea for the
Pre-Beck LondonUnderground Map
Beckâ&#x20AC;&#x2122;s Initial Sketch
reinvented Tube map in 1931. It was his initial sketches that sparked the idea for the map. In figure 2 the initial diagram he sketched can be seen. The underpinning conventions of hisidea were evidentrightfrom the very beginning Using a system based on electrical circuit diagrams, Beckâ&#x20AC;&#x2122;s map was stripped down to basics and built using straight vertical and horizontal lines, 45-degree diagonal lines with equal distances between stations and a simple use of Keys to identify interchange stations. The London Underground is the perfect example of how a communication product with such high levels of detail can be clearly displayed and informative. Beck developed a system that can take large amounts of information and arrange it in such a way that it can be interpreted with ease.
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Bus No. : 31 F rom : Meghani Nagar To : Sarkhej Gam Frequency : 120 min.
Bus No. : 32 From : Butbhavani mandir To : Kalapi nagar Frequency : 120 min.
Bus No. : 34 From : Butbhavani mandir To : Shahiyadri bung Frequency : 120 min.
Bus No. : 35 From : Lal Darwaja To : Matoda Patia Frequency : 25 min.
Bus No. : 37 From : Vasna To : Tejendra Nagar Frequency : 45 min.
Bus No. : 38 From : Juhapura To : Meghani Nagar Frequency : 80 min.
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Bus No. : 33 From : Narayan nagar To : Manmohan park Frequency : 20 min.
Bus No. : 36 From : Saranpur To : Sarkhej Gam Frequency : 120 min.
Bus No. : 39/3 From : Kalupur To : Butbhavani Mandir Frequency : 40 min.
Data collection ATMS Jamalpur provided the data for the project. There are almost 800 buses running through 180 routes.
Bus No. : 40 F rom : Vasna To : Lapkaman Frequency : 120 min.
It was a huge task to categorise the data and figure out the bus routes. Because all data was in Gujrathi. First translated everything in to English with the help of friend. Then figured out each bus route with help of Ahmedabad road maps and google map.
Bus No. : 46 F rom : Kalupur To : Kalupur Frequency : 20 min.
Bus No. : 47 From : Kalupur To : Kalupur Frequency : 20 min.
Bus No. : 58 F rom : Thaltej Gam To : Kush Society Frequency : 80 min.
Bus No. : 68 From : Kalupur To : Sattadhar Society Frequency : 120 min.
Bus No. : 49 From : Adinath Nagar To : Manipur vad Frequency : 120 min.
Bus No. : 129 From : Haridarshan To : Vasna Frequency : 120 min.
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Bus No. : 150 From : Sarkhej Gam To : Chinubhai Nagar Frequency : 60 min.
Bus No. : 200 From : Maninagar To : Maninagar Frequency : 30 min.
Bus No. : 401 F rom : Vasna To : Chandkeda Frequency : 60 min.
Bus No. : 800 F rom : Nava Vadaj To : Nava Vadaj Frequency : 50 min.
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Bus No. : 300 From : Maninagar To : Maninagar Frequency : 30 min.
Bus No. : 900 From : Nava Vadaj To : Nava Vadaj Frequency : 50 min.
Map design process The data collected was used to make the map. On the process it was found that it was not sufficient data since it didnâ&#x20AC;&#x2122;t give a clear picture about the bus route, for that it was required to travel in the various buses to find the routes. The various stages of map making process are shown in this chapter.
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Bus no 200 was chosen to travel since it travels through the longest and circular bus route in Ahmedabad. There are more than 100 bus stops in this route the route was marked in the map which was used as reference.
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The bus route map of AMTS printed on 1997, the red line indicates the bus route of bus no 200.
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More than 160 bus routes were figured out using the data provided by the AMTS Jamalpur office, Ahmedabad, helping to find out the AMTS coverage area and main roads.
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The bus routes were separated into two lines, Orange line indicating the bus routes which pass through the Paldi and the other blue line indicating the bus route which does not pass through the Paldi
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This is the line diagram of AMTS bus routes which service in the city.
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Simplified map with rivers, lakes and railway line.
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The bus routes that pass through Paladi and NID was choosen. Each routes were shown separately avoiding negative space created between the bus routes on same routes, since it might create confusion to the user. Hence , the bus route was arranged by changing the orientation . each route was given a unique colour so the user can identify the routes easily.
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After arranging the bus routes the sharp corners were smoothened as round corners are more effective for maps and diagrams because they allow the eyes to easily navigate through these lines and it better suits to the natural movement of the head and eyes respectively.
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First prototype bus route map with basic information, this was given to the users for feedback. With these feedback and experts suggestions later the final map was made.
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User study Observation was did to the users to know how they respond with the map foldings and how they find out the place in the map. It is a single sided printed map. The map is designed in such a way that it opens in three steps and the zigzag folding reduces the chance of tearing. Some specific information is added on the front and backside of the map and is visible once it is folded. So the user can easily access information without opening the whole map. However, the user needs to be able to fold back the map properly once he or she has opened it. A user observation was done to see how they folded the map. Two maps printed on two materials, one on thin paper and the other on stronger, synthetic paper were given to the users. With the thin paper the users opened the map easily but had some problems in folding it back properly and hence in this process the map was torn. Then the synthetic thick paper map was given to the users which most of them folded back properly. The thin paper map could be folded in any way, which leads to wear and tear, while the synthetic paper map had a tendency to fold back in the same direction because of its thickness and stiffness. From this observation it was found that the material itself guides the user to fold it back in the desired manner.
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Map title After trying some explorations it was decided to give an unusual treatment for the title of the map different and interesting instead of saying directly â&#x20AC;&#x153;AMTS bus route mapâ&#x20AC;?. It was also required that the title and visual elements in the map should represent the place and purpose of the map.
Mood board for map title
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Colour Various colours used in this map. Some colours have a relationship to the feature on the ground. Blue colour is used to show river and lake. Green for garden and gray for roads. Unique colour is used for each bus route. To avoid confusion the selection of bus route colour is very important. Because there are twenty one bus routes showed in this map with twenty one unique colour. However the colours need to be carefully selected so they can be clearly distinguished from each other.
Selected colours and distribution for the bus route map
Colour wheel with selected colours.
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Typography FF Transit is a highly legible font that works well for readers who may need quick orientation while en route. It was originally designed by MetaDesign in Berlin for the official use of the Berlin Public Transportation Services (BVG) and D端sseldorf Airport, but will now be available commercially all over the world. Designed to blend aesthetic quality with legibility. The FF Transit fonts are based on the Frutiger family (licensed from Linotype-Hell). Meta Design pared the font design down and extended the family by creating a new set of matching italic fonts. In addition, they altered the widths and spacing of each font to enhance their functionality in different situations.
Condensed typeface saves space
Bigger aperture increase readability
More tracking space helps to reduce the length without reducing the size
Ahmedabad
Less descender space saves vertical space
TransitOTF - Regular
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Less ascender space saves vertical space
TransitOTF - Bold
TransitOTF - Regular
Symbols Since a map is a reduced representation of the real world, map symbols are used to represent real objects.Various shapes and colours are used to create these symbols. To ensure a person to correctly read the map, a map legend is used. Using symbols, some specific information is showed in the map. Information such as bus stops, bus stands, railway station, place of interest, hospital, cinema, material and service are used all over the map. Symbols helps to avoid confusion. It is easy to recognise them and also it utilise only less space.
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Map elements Front side
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Map elements Back side
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Layers The map was designed in four layers. Layer 1 This layer contains roads, railway lines, river, lakes and gardens. This layer act as a background of the map. Sabarmati river and bridges helps to figure out the places easily. Layer 1
Layer 2 This layer added each bus route separately. unique colour was given to each routes. This helps to identify the routes fastly. Layer 3 This layer includes bus stops and bus stands, railway stations, Airport, Hospitals, educational institutions, cinemas and malls, Place of interest and Material and services. And also added map scaled ratio and direction.
Layer 2
Layer 3
Layer 3
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Layer 4 Title was added in this layer. Whole information listed on the top of the map. Grid system helps to identify the locations.
Horizontal grids & Foldings
Grid, folding & size A map having vertical and horizontal reference lines (grid) to facilitate locating a specific point.
Vertical grids & Foldings
Grid and folds are used in the same way in this map. The map foldings would creates vertical and horizontal marks on the paper. I took this as an advantage. The map is designed in such a way that this folding marks creates the grid of the map. So it helps to avoing more lines in the map.This wouldhelps to reduce the confusion. The map is designed in A2 size. When it is folded it become reduce to 5.8â&#x20AC;?X4.1â&#x20AC;?. The folded map would fit in to the pocket. This would increase the convenience of the user.
Step 01: Fold the map horizontally.
Step 02: Then fold it zig-zag way.
Step 03: Then again fold it by the center.
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Costing The quotation was provided by Anaswara offset Pvt. Ltd., Kerala.
AMTS bus route map for NID (size A2, Single side printing) Paper
Maplitho 90gsm, Double crown 48cmX72cm
500+50 Copies
1000 +50 Copies
` 1,650 ` 3,150
Printing
Heidelberg speed master
` 3,000
` 3,000
Post press
` 1,000
` 1,000
TOTAL
` 5650/-
` 7150/-
Cost per sheet
` 11.30
` 7.15
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Learning and Future directions This project help me to understand about the need and necessity of public transpot and the role of public transport information. I went through the pain and happiness of map making process. Definitely it will help my future projects. NID students/staffs can utilise this map for education purpose, entertiment and explore the city by using public transport. This map is still in the primary stage. We can modify lots of things for the future. There are lots of possiblities to improve this map. Keep update with users feedback, adding information about BRTS, develop a mobile application, integrating with GPS system are some of the future direction that I can suggest.
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Acknowledgment My sincere thanks to Guide Rupesh Vyas Data provided by Bhartiben (Computer supervisor, planning section AMTS Jamalpur office) Support and feedback Tarun Deep Girdher Deepak John Mathew Mahesh Asodaria Ganesh Gulve Rakesh Baidya Rohit Keluskar Balakumar Appavoo Athira Gopal all my classmates seniors everyone who helped me some or the other way in the project. And, I would like to thank my parents and brother for giving all support they have provided throughout my life.
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Bibliography Krygier, John; Wood, Davis: MAKING MAPS; A Visual Guide to Map Design for GIS, The Guilford Press. Roger M. Downs, David Stea: MAPS IN MINDS; reflections on cognitive mapping. Peter, Wildbur, Michael W. Burke: INFORMATION GRAPHICS: Innovative solutions in the contemporany desing. David J. Cuff; THEMATIC MAPS: their design and production Arthur Howard Robinson: ELEMENTS OF CARTOGRAPHY
Webliography http://www.amts.com http://www.amts.co.in http://www.morth.nic.in http://observatory.designobserver.com/feature/all-maps-lie/30828/ http://www.deas.harvard.edu/TransportAsia/ workshop_papers/Padam-Singh.pdf http://urbanindia.nic.in/policies/TransportPolicy.pdf http://cistup.iisc.ernet.in/Urban%20Mobility%20 8th%20March%202012/crisis%20of%20public%20transport%20in%20India.pdf http://www.currentscience.ac.in/Volumes/100/09/1386.pdf http://www.urbanindia.nic.in/programme/ ut/final_report.pdf
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Colophon TYPEFACE Body text | Noto Sans Captions & Headings | Noto Serif Folio | Humnst777 Lt BT & Gotham PRINTER Siddhi Copiers 13, Liberty Complex Celler, Swastik Char Rasta Off C G Road, Nr St Xaviers Ladies Hostel Navrangpura, Ahmedabad, Pin - 380009 Ph: +91 79 26423191, 79 26401592
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