O N E

M E T R O

-XJ&HURYLÉW O R L D

HARDCOVER PRINT

Order a hardcover printed copy of One Metro World here:
http://www.jugcerovic.com/book/one-metro-world/

Books by the same author:

MIDDLE CONSTELLATION
http://www.jugcerovic.com/book/middle-constellation/

O N EM E T R O

-XJ&HURYLÉW O R L D

TABLE OF CONTENTSINTRODUCTION

7

space and time 9navigation 11
virtual reality 13
map and mind 15
lingua franca 17
graphic language 19
components 21
composition 27

METRO MAPS

ORTHOGONAL

31

37

Chongqing 169

Moscow 105

Mexico 39

Wuhan 173
111

Chicago 43

LANDSCAPE

Tehran 47

Istanbul 113

Guangzhou 181

Osaka 51

Mumbai 119

Shanghai 185

Buenos Aires 55

Singapore 123

Beijing 189

Taipei 59

Kuala Lumpur 127

Toronto 63

Busan 131COMPOSITE

Barcelona 69

San Francisco Bay Area 135

Madrid 195

Saint Petersburg 141

Berlin 201

RADIAL75

Hong Kong Shenzhen 177

Seoul 209
147

Delhi 77

CHINA

Boston 83

Xi’an 149

New York 225

Munich 87

Hangzhou 153

Paris 233

São Paulo 91

Nanjing 157

Tokyo 241

Washington 95

Tianjin 161

Vienna 99

Chengdu 165

BIOGRAPHY251

London 217

193

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I N T R O D U C T I O N

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SPACE AND TIME

A metro system is much more than a transportation network, it is a parallel
uniYerse where space is contracteG anG time is inȵateG
The urban surface world and the subterranean metro world operate entirely
independently from each other and are connected solely through a limited numberof stations 2nly through a station can one pass from one realm into the other
8nderground, the city acTuires noYel dimensions %y traYelling on a train that runs
straight from station to station without obstacles, one can go much further
in a giYen time or cross a giYen distance much faster compared with surface traYel
As such, the metro effectively functions as a space and time shortcut within theurban fabric As far as the traveler is concerned, from the moment they venture
underground, the physical space separating stations immediately shrinks while
the time at their disposal offers an inȵated travel potential
A metro system thus offers a city a new and parallel dimension, different but
nevertheless tightly connected to the physical one by a number of ȴ[ed gates These
gates, or stations, are connected by metro services as a part of an undergroundnetwork of potential Mourneys ,n order to navigate the network, one needs a mapthat portrays its peculiar conte[t and mechanisms

91):4*$"-."14$)&."5*$."1

NAVIGATIONThe only way to navigate a metro system, from one station to another, is to board
a train destined for the targeted station or to board several consecutive trains,
thus transferring from one to another if a direct service is not available.
Indeed, the network is composed of a limited number of frequent running
services—we call them lines—which connect isolated stations. Some of thesestations are served by more than one line and thus allow transfers.
Inside this network, only two categories of space are readily accessible to thetraveler: the static stations and the dynamic trains. The entire area between thestations themselves effectively lies beyond reach as it is either solid groundor tunnels that can only be crossed while conȴned to a train. &onsequently,
the shape, length, and other physical characteristics of this intermediate space areof no importance whatsoever for eɘcient navigation the only necessary
information is the way lines connect stations and their relative position to one
another. Geography is irrelevant, only connections matter.
Therefore, even though a geographic map of the network can be used fornavigation, it overwhelms the user with superȵuous information such as precise
route shapes and physical distances. By contrast, a schematic map displays only
the most necessary information organized in such a way to portray how thesystem works, not what the infrastructure looks like, resulting in a far superiornavigational tool.

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VIRTUAL REALITY

In order to understand a complex street network, one can explore the streetson foot, climb to a high point and embrace a panorama of the city, or consult
an aerial photograph.
Understanding a metro network is a different matter. It is impossible to observe
it from the outside as most of the infrastructure lies hidden underground. Even
when approached from within, its static components—stations—stand isolated andcan be explored only one at a time while its dynamic components—trains—are
similarly scattered and in almost perpetual movement. Even if one is to board
a train and meticulously record all the stations served on the way, one would ȴnd
it diɘcult to ascertain the routes and stopping patterns of other trains, evenon the same line, as one would be able to board only one train at a time.
Prevented from exploring and understanding a metro system by independent
means, a traveler relies entirely on the map for journey planning and navigation.
As far as the user is concerned, the metro network has no practical existence
as long as it is not graphically represented. Without a map, they are incapableof navigating it. The network thus becomes a tangible reality only insofar as it
is portrayed on a map. If a station is erased from the map, it effectively ceases
to exist for most users despite its continued physical existence. Paradoxically,
the built infrastructure of a metro system remains virtual at all times while its
conceptualized representation—the map—becomes its very reality. In a metro
system, the map is the network.

13

.&/5"-*."(&$0..0/*%&/5*'*&3

MAP AND MIND

Since the map really is the network, the reality of the network itself as well as its
graphic representation, it is instrumental in the process of shaping a mental imageof the metro system. We use the map as our main reference when we think about,navigate, and talk about the system. Very soon it starts crystallizing into an essential
shape, seemingly immutable and eternal.
The metro system and the city being closely associated (although belonging todifferent dimensions) our mental images of the city and of the network constantlyinȵuence one another. 2ur image of the city results from of a great number ofinȵuences, from geography and built environments to experiences and emotional
responses, whereas our image of the metro network comes primarily from a single
source: the map. Hence, those who control the map hold tremendous power overshaping the mental images of both the network and the city. A change of coloror shape of a line can have profound consequences not only on ridership numbers,
but also on the way the corresponding area of the city is perceived.
From such power comes equal social responsibility as the metro map is one of the
few common identiȴers urban dwellers share. The metro map is indeed blindly
accepted as a neutral, egalitarian, and trustworthy medium by an entire urban
population and requires the most cautious and delicate handling.

15

0/&4:45&. 0/&-"/(6"(&

LINGUA FRANCA

Metro systems around the world are strikingly homogeneous. They sharecommon mechanisms and infrastructure characteristics. Most systems are locatedunderground, trains run on tracks and usually serve a ȴxed route with constantterminal points while lines are colored and named or numbered. The speciȴc way
one uses and navigates a metro system is similar everywhere around the world.
Nevertheless, representations of these systems are multiple and as much as they
may accurately address local particularities or tastes, they fail to provide a clear
sense of belonging to a wider community—a global urban community.
Creating a common language for mapping the underground realm would trigger
an immediate perception of this shared paradigm. It would create an open common
ground for the exchange of experiences from around the globe.
The mastery of a dedicated schematic language speciȴcally created for theunderground world would empower travelers to explore this world further insteadof remaining conȴned to the small portion of it with which they are alreadyfamiliar as they would grow conȴdent in their ability to do so.
Lastly, a language that is at the same time a representation and a manifestationof a system offers an unlimited and unbounded potential for creativity andincarnation as its components are simultaneously a concept as well as its very
embodiment. Add a station to a map and it immediately starts to exist.

17

INAT GRAPHIC LANGUAGE

Since schematic maps are the most eɘcient way of representing a metro system
and are an already familiar tool for many, a mapbased graphic language could
achieve a universal understanding across continents and cultures.
However, such a language needs to be consistent and straightforward enoughto be intuitively understood without prior learning or even a legend. The INAT
graphic language is an attempt to reach this goal. INATȇs components are clearlydeȴned and hierarchically organized to enable immediate comprehension while
a limited number of composition guidelines ensure the layout remains coherent.
Maps composed using the INAT graphic language have a compact shape and are
handy for use with a wide range of media. The language is also easy enough tointerpret as it uses a consistent set of symbols and syntactic rules. Finally, it makes
use of schematization and mnemonics to aid in the creation of a mental image.
It is a complete language with an unlimited potential for creation and just as
with any other language, the quality of the speech depends on the eloquenceand inspiration of the speaker. Thus, as much as it is suitable for drafting a userȇs
manual, if properly articulated, it may blossom into poetry.

19

COMPONENTS- * / & 4

5epresent regular transport services on a ȴxed route. They are the backboneof the map and are categorized according to transport mode, frequency, capacity,and reliability.
A Metro system has a high capacity, high frequency, runs on dedicated protected
tracks, and is deȴnitively reliable.
A Commuter 5ail system is a suburban rail service with a high capacity
and reliability, but often reduced frequency, especially on branch lines or express
service patterns.
A Light 5ail is similar to a Metro but with reduced capacity and frequency.
It encompasses a broad range of systems from Monorails with a limited numberof carriages, to trams with protected rights of way and automated people movers.
Bus 5apid Transit (B5T) is a service that operates bus vehicles on a segregated rightof way with controlledaccess station platforms in order to achieve high service
reliability and capacityfrequency, similar to a light rail.
Trams and buses use low capacity vehicles operating in mixed traɘc conditions
without a guarantee of a reliable service.
squares for buses.

21

45"5*0/4

Have a shape related to the transport mode serving them: circles for rail,
squares for buses.
The size of the transfer stations is relative to the number of lines serving them.
When a transfer is available between 2 stations with different names, a shortcorridor is shown connecting them. When a transfer requires a long walk,
it is shown as two separate stations connected by a longer corridor. Straightforward
out-of-system transfers within a reasonable distance are portrayed as 2 stations
connected by a dotted line.

45"5*0//".&4

Are always written horizontally, with terminal station names in bold capitals
for easy spotting as they indicate travel directions.

$ 0 - 0 3 4Are used to identify lines and different shades provide informational depth
to the map. Bright colors are used for the main metro system while lighter
pastel colors are used mainly for commuter rail lines and special services.

*$0/4

Indicate the location of major transport hubs for regional or international travel.

-"/%4$"1&'&"563&4

Help with orientation and are limited to the most relevant ones, such as rivers orlarge parks.

23

LINE TYPE

MetroCommuter RailLight RailBus Rapid Transit (BRT)

1

1

1

1

Regular transfer

TRANSFER

7UDQVIHUEHWZHHQVWDWLRQVZLWKGLࢆHUHQWQDPHVLong walk transfer

STATIONSTATION

Regular Station

Terminal Station

NAME

COLORS

ICONS

AirportRailway Station

Bus Terminal

Maritime Terminal

Tramway

Bus

Ferry

Cable Car11
Out of system transfer

LANDSCAPE

Wate

COMPOSITION

Line directions are constrained to angles which are multiples of 45°: horizontal,
vertical and diagonal. The reduced scope of conȴgurations allows for accurate
identiȴcation and eliminates ambiguities which could otherwise arise.
Lines that share a common route are shown as parallel with an even spacing whilelines that intersect one another are separated by a white stroke.
A thorough process of shape schematization is a prerequisite for a successful map.
Line shapes are simpliȴed as much as possible, reducing the number of bends while
the overall topology is maintained. The objective is to obtain a shape which is easy
to identify and remember. The simpler the shapes, the easier it is to build a mental
image of the network. The number of bends should ideally be kept below .
'esign harmony is achieved through order, rhythm and symmetry. Parallel lines
are evenly spaced and similar forms relate to each other. The objective is to makethe best use of the available space and to explain how the network works
by providing a meaning to its overall shape.
Whenever possible, striking symbolic shapes are used for the most characteristic
parts of the network. These familiar shapes constitute powerful mnemonics forevery user.

27

ANGLESINTERACTIONSHEMATIZATION

3

4

11
7

2
1

5
6

8

10
9

12

2

3

1

4

5

RHYTHM AND SYMMETRYSYMBOLIC SHAPES

035)0(0/"-3"%*"--"/%4$"1&$)*/"$0.104*5&

M E T R O

31

M A P S

St Petersburg
LondonBostonBerlinTorontoMoscow

Seoul
Tokyo

New York
ChicagoParis Munich

Washington

Beijing

San Francisco
Bay Area
Mexico

Busan

Xi’an

ViennaWuhan
ChengduBarcelona
Istanbul
MadridChongqingHangzhou

Guangzhou

Delhi
Kuala Lumpur
MumbaiSingapore
Buenos Aires

Osaka
NanjingShanghai

Shenzhen
Tehran Hong KongSão Paulo

Tianjin

TaipeiA metro map is a graphic novel or, better said, a brand new graphic novel every
time you look at it or think about it.
It provides a framework for unlimited stories with multiple beginnings andunlimited ends. It is a canvas for travel scenarios and an open ȴeld where reality
and imagination intermingle.
The everyday experience of the metro network is enhanced by the knowledgeof the network offered by the map which holds records of past journeys
and reveals potential new ones.
Each metro system has a unique layout and ȵavor and so each map is a unique
work of art summing up its characteristics in an iconic representation.
Notwithstanding their singularities, some metro networks present structuralsimilarities and familiar settings. For the purpose of this book, maps are grouped
into ȴve broad network families: 2rthogonal, 5adial, Landscape, China, Composite.

33

Toronto
ChicagoOsaka

MexicoBarcelona

Taipei
TehranBuenos AiresO RT H O G O N AL

In orthogonal networks, lines are constrained to a regular grid of evenly spaced
parallel and perpendicular axes. Routes bend mostly at right angles and diagonals
are the exception.
The origins of such layouts are diverse. In Chicago, Toronto and Barcelona,
the structure comes from the inheritance of a historic orthogonal street pattern,
and in Buenos Aires of several such patterns.
In Mexico, orthogonality arises from scaling up the historical regular city layout.
In Tehran it is the result of historic axes organizing the urban fabric. In Taipei
and Osaka, the grid is limited to a regularly shaped downtown area.

37

MEXICOSQUARES SCALED UP

The central square is the original city. Tenochtitlan, the Aztec capital,
was built on an island in the shallow waters of Lake Texcoco. It was laidout following a regular orthogonal plan. Two wide avenues followed
the north-south and east-west axes and all streets and canals ran
parallel to them. Palaces and temples stood at the intersection marking
the symbolic center of the city and state.
Spanish invaders conquered and destroyed the city, then built a newsettlement at the exact same location and following a similar orthogonallayout. A large square, the Zócalo, and a cathedral replaced the temples
and the name of the city became Mexico, the toponym of the entire valley.
As the new city expanded, Lake Texcoco was gradually drained to makeroom for new neighborhoods and the street grid pattern was eventually
discontinued, though the main arteries still conform to the original axes.
Likewise, the metro network reproduces the original orthogonal street grid
inside the historic center before following the main arterials outside of it.
Just as the city expanded outwards from the original settlement, eventually
covering the entire valley, the metro grid scaled up from the original
central square into successively larger squares.

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CHICAGO

AT THE BEGINNING IS THE LOOP

Downtown Chicago, a dense cluster of high-rise buildings, lies on the shoresof Lake Michigan. It is surrounded by an extensive low-rise urban area.
Elevated metro tracks circle around the Downtown in a loop following the strict
orthogonal pattern of the streets. The metro network’s name—the “L”—is shortfor “elevated”.
Lines from three different directions enter the loop and run either clockwise
or counterclockwise inside of it. Two more lines cross the loop on a north-southaxis; together they form the Downtown grid.
Outside the loop, lines conform to an overall orthogonal street pattern, running
north, east and south with only a couple diagonals.
By contrast, the commuter rail network radiates out from four Downtown terminals
outside the loop with complete disregard for the street layout.

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TEHRANTHE CHESSBOARD

As the mighty Alborz mountain range rises from the Iranian plateau, so does
Tehran on its slopes. The mountain chain runs east-west and the city ascends
it from south to north.
The Silk Road once followed the southern edge of these mountains from China andSamarkand onwards to Tabriz and the Mediterranean. This heritage is embedded
in Tehran's urban structure.
Tehran's main arterials run parallel to the mountain, just as the ancient Silk Road
used to, or perpendicular to it, thus ascending its slopes.
The public transport network is a combination of two intermingled webs—themetro and bus rapid transit systems—laid over the orthogonal arterials.
The combined network layout looks like the trajectory of a chess game where eachtransport system is one player and the grid of roads is an urban chessboard.
The shapes of lines reproduce the movement of pieces on the board: horizontal,
vertical, diagonal, or L-shaped.

47

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OSAKABETWEEN THE GATESTo the west is the bay, to the east are the mountains. From north and south,
rail lines converge in two main terminals: Umeda and Namba, the gates of Osaka.
Between the gates, a dense grid of metro lines permeates the city center andconnects it to the gates.
Further highlighting the central area, a loop line surrounds the grid on all
four sides.

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BUENOS AIRESTILTING AXES

Buenos Aires on the Rio de la Plata: Fair Winds on the River of Silver.
What a poetic setting for the colonial Spanish harbor that is today the capitalof Argentina.
The original settlement was laid out on the banks of the estuary with an orthogonal
street grid like many others in the New World. As the city expanded, so did the grid,but as the distance from the center increased the grid axes started tilting and eachnew neighborhood was built with a slightly different orientation.
The original matrix was maintained throughout the city, a principle so intuitive thatin Buenos Aires, distance and time are counted in “cuadras” or blocks. However,
the orientation escaped the original rationality and embraced a poetic license.
The Subte, short for subterráneo or underground, originates inside the historic corefrom which lines expand to the west in three successive stages. First, lines radiatefrom Plaza de Mayo, then they strictly follow the primordial grid. Lastly, they tilt
to the local axes of the outer neighborhoods’ particular grids.

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inat.frTAIPEISIX SQUARESIn the ȴnal stage of the Chinese Civil War, the defeated nationalist army retreatedfrom the mainland to the island of Taiwan and established a provisional capital in
Taipei. The sudden population inȵux, both of military personnel and accompanying
civilians, turned the backwater prefecture into a bustling metropolis.
The lack of accommodation sparked an extensive building program that reshaped
the city. Major arterials were laid out in an orthogonal fashion creating vast city
blocks ȴlled with buildings and secondary streets.
This urban layout is reȵected in the metro network whose lines become entangled
in the city center to form six large squares. After exiting the squares, theydisentangle into individual routes reaching out into the periphery.

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TORONTOSTRAIGHT FROM THE LAKE

From the shores of Lake Ontario, a regular orthogonal street pattern extends
towards the hinterland across the plain. All streets are perpendicular or parallelto the shore with very few exceptions.
The combined transport network conforms to the same logic. The metro, streetcar,
and bus lines usually run straight across the grid, seldom changing direction.
Metro lines form the backbone of the network and the two main lines intersect
at Bloor-Yonge station, the geographic center of the city.
The Downtown area is located between this intersection and the Union Station rail
terminal served by all commuter rail lines. It is crisscrossed by streetcar lines while
outside of it, the frequent bus network mirrors the city-wide street layout.

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Line 3 (light blue) is a continuation of line 2
towards Scarborough.

Streets are perpendicular or parallel to the lakeLine 4 (magenta) complements line 1 in the

shore and evenly spaced.

north.

The map is tilted to the 45° axis to create
a compact layout with the main diagonals$0..65&33"*-

intersecting at the city’s perceived geographic
center.

All lines start from Union Station. They use
a common corridor along the lakeshore, thencontinue to follow the lake or branch out%08/508/

towards the hinterland.

Downtown is shown to scale with preserved

Union Pearson Express line (grey) is a dedicatedproportions. Squares remain squares.

airport rail link serving Pearson Airport.

When the periphery of the regular orthogonal
grid is condensed, the area adjacent to453&&5$"3

Downtown faces signiȴcant deformations as
only one dimension of the square can beStreetcar lines crisscross Downtown. Lines runmodiȴed. Squares adjacent to Downtown thus

on straight routes, either parallel orbecome rectangles. Squares in corners remain

perpendicular to the shore.

squares.
Lines 509, 510 and 521 have dedicated rights
Proportions outside of Downtown are notof way and are shown as a light rail.

respected, yet the map remains topologicallyaccurate at all times.
'3&26&/5#64.&530

Bus lines cover the areas outside Downtown notserved by any other transit mode. The frequentLine 1 (yellow) runs twice straight throughbus network is a feeder for metro lines as well

Downtown on two parallel routes, changing

as a cross-town connection service.

direction of travel at Union Station.
Line 2 (green) runs cross-town parallel to thelake and intersects line 1 at Bloor-Yonge station.

BARCELONAMAR Y MUNTANYA

Barcelona extends over a gently sloped coastal plain between the Mediterranean
Sea and the Collserola mountains.
The port city was constrained inside its medieval walls until the brilliant Cerdà plan
paved the way for its territorial expansion. The plan called for a regular grid ofwide streets intersecting at right angles with the building blocks’ edges chamferedat 45° to create wide open spaces at each intersection. The Eixample or extension
was implemented in all possible directions until it reached physical obstacles
such as already built areas, mountains, or the sea. Three avenues are exceptions
to the strict orthogonal rule: “Parallel” and “Meridiana”, respectively parallel andperpendicular to the equator, cut the grid at 45° degrees while “Diagonal” cuts
it with a 2/1 slope.
The metro network faithfully mirrors the urban layout. Lines follow the Rambla
and Layetana arterials through the historic center and conform to the grid andParallel/Meridiana Avenues outside of it.
Commuter rail and tramway networks complement the metro system. The
tramway runs on Diagonal Avenue with two separated routes. Just as Diagonal isan exception in Barcelona, the angle of the tramway route on the map is the uniqueexception to the usual composition rules.

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Line 3 (green) and line 4 (yellow) serve thehistoric center.

The sea and the mountains frame the urban
area.

Line 6 (purple) and line 7 (brown) share theCatalunya terminal with FGC commuter

Three arterial axes frame the historic center:

rail lines.

horizontal Parallel, vertical Meridiana anddiagonal Gran Via.

The eastern and western parts of line 9 (orange)
are to be connected in the future.

Three major squares stand at their intersections
and in the center, from west to east: Espanya,
Catalunya and Glòries.

$0..65&33"*-

Barcelona has two commuter rail networks.
(3*%

Ferrocarrils de la Generalitat de Catalunya-FGC
The Eixample regular street grid extends fromuses the Catalunya and Espanya terminals.

the historic center towards the mountains andalong the shore.

Rodalies Renfe cross-town lines serve the Sants
railway station, the airport and either Catalunya

Diagonal Avenue cuts through its heart from the(pastel blue line) or Passeig de Gràcia (pastel

sea onwards, passing through Glòries Square.

green line) central stations.

1"3"--&-504)03&

53".8":

5 lines run mostly parallel to the seashore.

Two separate tramway networks operate in theLine 1 (red) follows both Meridiana and Parallel

east and the west of the city. They both use aavenues and connects the three previously

portion of Diagonal Avenue, leaving a gap

mentioned main squares.

between Francesc Macià and Glòries squares.

4&"50.06/5"*/4

5 lines run mostly from the sea towards themountains.

Moscow

BostonWashington

MunichViennaDelhi

São Paulo

RAD I AL

When enough room is available, cities tend to grow organically from a small
historic center by expanding in all directions along existing roads that radiate
towards the countryside. These roads become structural arterials, funneling traɘcinto the old urban core that remains the focal point of the wider metropolis.
In such a setting, the metro network layout often focuses on the center. Linesintersect each other inside the inner urban core and radiate towards the periphery,
just as the old roads did. As the network grows and more lines are added in thesame manner, the center of the network becomes dense with transfer stations,whereas the outer areas remain isolated from one another.
In this case, an orbital line is sometimes created in order to alleviate ridershippressure on the inner area by connecting radiating branches with each otheroutside of it.

75

DELHINEW INSIDE OLD

New Delhi was built as an entirely new city to serve as the new capital of India.
It was founded just south of the ancient walled city of Delhi. As Delhi grew intoa vast metropolis, it surrounded New Delhi and the New ended up becoming an
enclave inside the Old.
The metro system is organized around this duality with two main centers fromwhich lines radiate, one north at Kashmere Gate and the other south in New Delhi.
This duality is further illustrated by line 5 (green) which has two branches in orderto reach both the northern and southern systems.
Between the two stands the main railway station, joining the old and new cities.
The Old, the New, and their common railway station are connected by the northsouth line 2 (yellow). Further integration is under way with line 6 (purple) set toprovide a second connection between New Delhi and the historic center and a ringline under construction (pink) which will connect all existing lines and mark thecenter of the metropolis.

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03#*5"-4Old Delhi is an ancient city on the western bank

Two orbital lines are under construction.

of the Yamuna River (rectangle).

Line 7 (pink) forms a near-complete loop aroundthe city center. Its route follows the Inner Ring

New Delhi was built to its south on an east-westRoad.

axis from India Gate (green hexagon) to theCentral Ridge.

Line 8 (magenta) is a semi-circular southern
orbital along the Outer Ring Road.

%6"-$&/53"-*5:$0..65&33"*-To the north is Kashmere Gate, the northern gateof the ancient walled city.

An extensive network of commuter rail lines
serves Delhi with the main terminal at New Delhi

In the center is the main railway station.

Railway Station.

To the south is New Delhi.
It includes a loop line around the center.

0-%$&/5&3

Line 1 (red) runs east-west through the city andintersects line 2 (yellow) at Kashmere Gate.
Line 5 (green) connects to line 1 with its
northern branch.

/&8$&/5&3

Line 3 (blue) runs east-west and line 5 (green)
connects to it with its southern branch.
Line 6 (purple) serves New Delhi with a semicircular route and forms a triangle of transfer
stations with lines 2 and 3.

BOSTON

T, TRAM, TRAIN

The city was founded on a peninsula surrounded by water on three sides, serving
as a convenient harbor for ships and a suitable ground for land defenses.
Boston expanded along the peninsula to the south then across the water towards
the north and west.
It is served by a multimodal transport network called the “T” whose lines converge
in the historic center. Three subway lines and four grouped light rail lines intersect
each other, forming the Downtown square. Commuter rail lines converge in two
rail terminals north and south of the square.

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LINES DON’T RUN ALONE

The transit system in Munich is made of two complementary networks: the U-Bahn,or metro, and the S-Bahn, or commuter rail.
These two networks are organized in a similar fashion with common corridors
for multiple lines.
U-Bahn lines work in pairs. They share a corridor in the city center, then separate
into independent branches. Three line pairs form a triangle intersected by the
S-Bahn. Some special services create temporary pairs, linking corridors at will
(U7, U8).
S-Bahn lines share a cross-city east-west corridor, then branch out towards theperiphery. The central rail station, where all S-Bahn lines connect with two outof three metro corridors, is the main hub of the system.

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THE QUADRANT

This immense Brazilian metropolis has spread out from its original core southof Rio Tietê across the surrounding plateau as far as the mountains allow. The
urban area roughly forms a semi-circle with the historic center as its focal point.
Metro and commuter rail lines radiate straight out towards the periphery.
The even radial pattern is complemented by tangential lines which provide
necessary cross-town connections.

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WASHINGTONSYMBOLS FIRST

A square-shaped territory at the conȵuence of the Potomac and Anacostia rivers
was allocated for the construction of the capital of the United States of America.
The city of Washington was planned as an orthogonal grid of streets between therivers, intersected by diagonal avenues. At its center lies the National Mall, a wide,
landscaped east-west esplanade.
A circular highway, the Capital Beltway, further enhances the peculiar status of theDistrict of Columbia as a special enclave of power within the federation.
Three metro corridors, with one, two and three lines respectively, intersect inside
the city center where their routes stick to an orthogonal street pattern. From there,lines radiate to the north and across the rivers towards the Beltway.

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VIENNA

TAKE THIS WALTZ

Vienna is a ballroom where lines swirl in pairs around the inner city. U-Bahn with
U-Bahn, U-Bahn with S-Bahn, S-Bahn with S-Bahn.
Red and orange meet at the center.
Purple grasps green to form the ȴrst ring, U-Bahn joins S-Bahn for the second,
pastel orange and pastel green lead the third ring.

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An extensive tramway network ȴlls theconcentric rings forming the orbital transit

interstitial space between the rings.

system.
Tramway lines radiate out from the Ring
Boulevard which marks the inner city boundary.
$&/53"--*/&4

U1 (red) and U3 (orange) intersect right in thecenter of the inner city.

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U2 (purple) and U4 (green) follow the Ring
Boulevard around the inner city.

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U6 (brown) in the west and the main S-Bahn
corridor in the east together create the second
ring.

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S-Bahn lines S80 (pastel orange) and S45 (pastel
green) provide an orbital connection in the
periphery.

MOSCOWSYMMETRY AND CENTRALITY

The capital of Russia is organized as concentric circles with the Kremlin at its heart.
A series of ring boulevards reȵect the gradual expansion of the city.
Likewise, a ring metro line encircles the historic center and connects all major rail
terminals. Metro lines form a regular and symmetric pattern inside the circle with
two lines (red and green) crossing it diagonally and intersecting in the very center.
Seven more lines serve the central area and radiate in all directions towards theperiphery.
An outer ring line connects all the radials, thus reinforcing the idea of centrality.

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A ring line marks the historic core of the city.

Commuter rail lines (green) serve rail terminals
around the ring line.

Metro lines converge towards the core and form
a balanced symmetric pattern inside of it.

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Line 1 (red) and 2 (green) diagonally cross thering line 5 (brown) and intersect at its focal point.

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Line 6 (orange) and line 9 (grey) cross the centeron symmetric north-south routes.

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5 lines serve the central area on primarily
east-west routes.

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The outer ring line 14 (pink) is an orbital
connecting all radial metro lines outsideof the city center.

3 airport rail links (orange) connect the airports.

St Petersburg

Busan

San Francisco
Bay Area
Istanbul

Kuala Lumpur
MumbaiSingaporeL AN D SCAPE

The identity of many cities is deeply shaped by the dominant landscape hosting
them. Wide rivers, steep mountains, and singular coastlines often constrain the
shape of an urban area and offer a distinctive character and way of life.
In such a setting, the structure of a metro network is the result of its dual purpose:to serve the urban areas whose shape is constrained by landscape and to bridge
physical obstacles separating areas from each other.

111

ISTANBULTHE CROSSROADS OF ELEMENTS

Istanbul owes its existence and splendor to a unique strategic position. It is locatedat the crossroads of the old world: the land route from Europe to Asia and themaritime route from the Mediterranean to the Black Sea. It was founded
on a peninsula protected by the waters of the Marmara Sea to the south, theBosphorus to the east and the Golden Horn, a natural harbor, to the north.
This site was so important and convenient that Roman emperor Constantine
relocated the capital of the empire from Rome to Byzantium and gave it a name thatwould last for centuries, Constantinople.
Modern Istanbul is a vast metropolis, far wider than the original peninsula which
remains at its geographic center. It is spread over three land masses separated
by the Bosphorus and the Golden Horn.
The metro network mirrors this distribution with one main line for each land mass.
While the green line crosses the Golden Horn, the European and Asian parts of themetro network remain disconnected.
This gap is bridged by an orbital Bus Rapid Transit line running on a bridge overthe Bosphorus and most importantly by the newly constructed Marmaray rail
tunnel, the ȴrst rail connection between Europe and Asia hosting a cross-town
commuter rail line.

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They provide an orbital cross-town link at theedge of the central urban core.

The European side is to the west, the Asian side
to the east.
53".8":"/%'6/*$6-"34

Between them is the Bosphorus strait and southof it the Marmara Sea.

Tramway line 1 (blue) serves the historic centerand crosses the Golden Horn over a bridge.

The original city occupied the central peninsulaon the European side.

2 funiculars connect the shores of the Bosphorus
to the top of the hill that overlooks it north of theGolden Horn.

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All lines save one are on the western side and no'&33:

metro lines cross the Bosphorus.
The three landmasses are linked by a dense
The European side network is composed

network of ferry lines crisscrossingof a succession of lines connected at their ends.

the waterways.

."3."3":The Marmaray tunnel connects the European and
the Asian side of the city under the Bosphorus.
It is used by a cross-town commuter line whichruns along the shores of the Sea of Marmara.

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Bus rapid transit lines use a dedicated andsegregated right of way on a highway thatbridges both the Golden Horn and the Bosphorus.

MUMBAI

THE FUNNEL PENINSULA

In Mumbai, all roads lead to the tip of the peninsula. The city was ȴrst a Portuguese
then English colonial outpost on a small group of islands named Bombay.
This original archipelago was progressively connected to the main peninsulathrough landȴll and the city spread out to the north.
The economic center remained on the southern tip though and this funnelconȴguration created a giant bottleneck with transit ȵows from the entire
metropolis converging into a single narrow corridor.
Three heavily overloaded rail lines converge from the outer suburbs to a few city
center terminals. They form the backbone of the transit system. On these lines,
services are differentiated: express services skip stations and reach faraway
suburban neighborhoods while local services serve all stations along the way.
The single metro line (purple) north of the airport is perpendicular to these mainȵows and provides a unique east-west cross-town connection.

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SINGAPOREISLAND, STATE, CITY

Strategically located at the entrance of Malacca Straits, Singapore is an insularcity state at the crossroads of maritime trade routes. From the harbor bay on thesouthern shore of the island, the settlement expanded along the coast and towards
the valleys of the interior, eventually spreading across the entire island. The bay
itself was dammed to create a freshwater reservoir while the area to the south wasreclaimed from the sea.
The city is served by 4 metro lines radiating from Downtown with names reȵecting
their direction of travel. When completed, the Downtown line (blue) will form
a loop in the central area, all around Marina Bay, while the Circle line (yellow)
already provides a peripheral orbital connection.
Five Automated People Mover lines (grey) connect local neighborhoods and feed
metro lines into north-east and north-west suburbs.
Terminal stations in Singapore are labeled with numbers and each terminal has
its own unique number. For example, the East West line goes from 1 to 2.
All the way north lies the Woodlands train station from which trains connect
Singapore to Malaysia on the mainland.

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KUALA LUMPUR

A VALLEY IN THE HILLSThe original site of Kuala Lumpur is the narrow Klang River valley. The city
developed along the river, between the surrounding hills, before spreadingout into the adjacent valleys and towards the coastal plain.
The transit network plainly reȵects this particular geographic setting as all lines
run along a common corridor along the length of the valley.
Commuter rail lines (pastel blue and red) converge from the north at Putra,
share the corridor, then branch out after KL Sentral.
Metro lines (LRT pink and brown) each run along half of the corridor, intersect
at Masjid Jamek then continue towards the east.
Airport lines start at KL Sentral, the gate of the valley.
A local monorail line (light green) encircles the city center.

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BUSANWHERE SEA AND MOUNTAINS DID COLLIDEAt the southeastern tip of the Korean peninsula, steep mountains plunge into
the sea, leaving little space for a metropolis.
Busan originally developed from two spots: the southern port city in a bay shelteredby an island and the inland city further north. As both settlements expanded, theymerged and kept spreading across the little land that was available—the shores andnarrow valleys between the mountains. The resulting shape is a city composedof a series of interconnected urban strips.
Similarly to the built area, the metro lines meander around the mountains andalong the shore, reproducing the existing urban pattern underground. One line(orange) follows the central valley north-south from the inland city to the harbor,
while three other lines hug the mountains and connect the other valleys andcoastal areas.

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SAN FRANCISCO BAY AREACHOOSE YOUR SIDE

The bay is surrounded by a linear city or, better said, a string of interconnected
cities. San Francisco occupies the rectangular peninsula to the west at the mouthand center of the bay. Across the strait lie Oakland and the East Bay while San Joseand Silicon Valley lie all the way south. The Bay Area is a region-sized conurbation
linked by a collection of disparate transit systems.
Bay Area Rapid Transit (BART) connects San Francisco with the East Bay. From San
Francisco to Oakland, all lines share a common corridor and behave much likea subway, later branching out to follow individual routes.
San Francisco proper is served by the local Muni light rail network, again witha common Downtown corridor and lines branching out, this time towards the south
and west.
The Peninsula is served by Caltrain commuter rail from San Francisco throughStanford towards San Jose.
Two more commuter rail lines serve the East Bay: ACE connecting San Jose with
the San Joaquin Valley and Amtrak all along the shore.
A number of ferry routes offer cross-bay service to and from San Francisco andthree bus lines operate on trans-bay bridges further south.

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The city of San Francisco is on the northern tip ofAmtrak San Joaquin in the north.

the peninsula separating the bay from the Paciȴc
Ocean.

Amtrak Capitol Corridor all along the bay.

Across the bay to the east is Oakland.

Altamont Corridor Express-ACE in the south.

At the southern end of the bay are San Jose andSilicon Valley.

$3044#":#64"/%'&33:

The University of California, Berkeley is north of

Ferries operate in the northern half of the bay.

Oakland, Stanford is northwest of San Jose.
Bus services operate over bridges in thesouthern half.
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4 BART lines cross the strait from the East Bay

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to San Francisco. They share a common corridor
in the west and radiate into individual branches

Muni Metro is a light rail network serving

in the east.

San Francisco city proper. Lines share a common
cross-town underground corridor then branch

1 BART line runs along the East Bay.

1&/*/46-"3"*-

Caltrain connects San Francisco to San Jose along
the western shore of the bay. An expressskip-stop service, Baby Bullet, operates at peak
hours.
A transfer to BART is available at Millbrae.

out into individual surface lines.

SAINT PETERSBURGA STATEMENT OF MASTERYSaint Petersburg was built from scratch in an inhospitable swampy delta where
the Neva River empties into the Baltic Sea. The new capital was a declaration of
ambition, a port city open to the world, a barren marsh transformed into a lively
metropolis located on the very border of the rising Russian Empire conȴdent in its
strength and bright future.
Just as the foundation of the city and its construction are a testimony to mankind’s
mastery of its environment, its metro network is a splendid illustration of thecapacity of an underground transport network to obliterate physical obstacles.
Metro lines run north-south or east-west deep underground and directly connect
insular neighborhoods while simply ignoring the waterways above them. They
form a network totally independent of physical contingencies whose logic issubordinated to transport requirements only. It is a true statement of mastery ofengineering over landscape and the elements.

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The city is built on an archipelago in the Neva

The tramway network provides local andRiver delta.

tangential connections supplementing the metro
outside of the inner urban core. The line colors

The historic center is located south of the Peter

indicate service frequency, with darker coloredand Paul fortress (small hexagonal island).

lines being more frequent.

To the west is the Gulf of Finland.

035)0(0/"-Line 2 (blue) runs on a north-south axis, lines 3(green) and 4 (orange) run east-west.

%*"(0/"-

Lines 1 (red) and 5 (purple) cross the city center
diagonally.

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Metro lines form a dense web inside the central
historic area and connect it to the rest of the city.
They are organized independent of waterway
obstacles.

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Commuter rail lines originate from 5 separate
rail terminals and never cross the Neva.

Beijing

Tianjin

Xi’an
NanjingShanghaiChengdu

Wuhan
HangzhouChongqing

Guangzhou
ShenzhenHong Kong

CH I N A

In just one generation China has transformed from a country where cities sporting a
metro system were exceptions to one where they are the norm. Far frompromoting nationwide uniformity, this building frenzy has produced a great varietyof network conȴgurations illustrating the speciȴcities of each metropolis.
As the scale and pace of development are unprecedented in history, projected andunder construction lines are shown on maps to highlight the ongoing continuous
building process.

147

XI’ANCARDO AND DECUMANUS

When China was uniȴed for the ȴrst time, with its capital near modern ;i’an,Rome embraced an expansionist policy which would see it dominate the entire
Mediterranean basin. The two empires formed a seemingly natural balance in theold world for centuries to come with one vast and powerful state at each extremity.
Surprisingly enough, a similar urban pattern emerged in both realms, withrectangular cities organized along two main avenues intersecting at a right angle.
Romans called the north-south street Cardo and the east-west street Decumanus.
This archetypal shape is still present in ;i’an. The old city is enclosed inside
a rectangular city wall surrounded by a moat as two perpendicular avenues
connect four gates corresponding to four cardinal directions.
The metro network reproduces the same layout with two straight andperpendicular lines as a contemporary tribute to millennia of urban history.

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HANGZHOUTHE FOUR STATES OF WATER

Water deȴnes the landscape of Hangzhou.
Calm waters of the scenic West Lake which made the city’s reputation as a placeof beauty.
Flowing freshwater of the 4iantang River whose estuary widens into the Hangzhou
Bay on the Yellow Sea.
A saltwater tidal bore which reaches all the way to the city during high tide.
Still waters of the Grand Canal, the ancient man-made waterway connecting
Hangzhou in the south to Beijing in the north. Ever since its construction, the canalhas been a vital supply line for the safe shipping of grain from the fertile Yangtze
delta to the northern plain as well as the main trade route of eastern China, thus
cementing the famed prosperity of Hangzhou.

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NANJINGTHE SOUTHERN CAPITAL

Throughout history, China's seat of power has shifted between several great cities,
the so-called four great capitals. Nanjing has been the choice of numerous emperors
and eventually the capital of the republic. Nanjing literally means “Southern
Capital”—“Nan” means south and “Jing” stands for capital.
The city rests between the Xuanwu Lake and the Qinhuai River, a tributary of the
nearby Yangtze, and is dominated to the north-east by the Purple Mountain. Two
metro lines (blue and green) run parallel through the historic area on a north-southcourse and intersect an east-west line (red) in its geographic center.

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TIANJIN

THE MODEL NETWORK

Tianjin lies in a ȵat coastal plain and, despite a complex geography due tonumerous waterways, its metro system is remarkably balanced and coherent.
The metro network is a textbook model. Three lines intersect each other in thecenter and form an isosceles triangle with symmetric branches on each side. Two
projected lines further conform to this model and create an orbital ring offset fromthe central triangle.

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CHENGDU

THE COCOONThe Sichuan Basin is an enclave of fertile ȵatlands surrounded by mountains.
During the reign of the ȴrst Chinese emperor, huge engineering works wereconducted to take control of the raging waters ȵowing down from the Himalayas
into the plain. This mastery of water coupled with fertile land has ensured thelasting prosperity of the region and of its main metropolis, Chengdu.
Just as the Sichuan Basin is a cocoon of comfort surrounded by mountain ridges,
Chengdu is a cocoon surrounded by a domesticated landscape.
The transport network further emphasizes this perception of an enclave of comfort
with two successive protective rings: an octagonal Bus Rapid Transit line (lightgreen) and a metro loop line under construction (light blue).

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CHONGQING

THE ACROPOLIS AT THE CONFLUENCE

On the upper reaches of the Yangtze, at the conȵuence with the Jialing River, stands
a mighty promontory overlooking the waters. Chongqing was built atop this ridge
and its skyscrapers seem to emerge from the rock as a natural continuation. It is adense, three-dimensional city; the steep slopes of the acropolis are emphasized by
the verticality of the buildings.
Two metro lines (red and pink) and two monorail lines (green and blue) form therail transit system with the red and green lines serving the whole length of thepeninsula while the blue and pink lines provide connections across the rivers.

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WUHANTHREE CITIES UNDER ONE NAME

Before the ȴrst bridge over the Yangtze was built in the 1950s, the great river could
be crossed only by boat and effectively separated the settlements on either side as
well as the south of China from the north. At the conȵuence with the Han River,
three separate cites grew independently, split by water from one another. To thenorth is Hankou, to the south Wuchang, and to the west Hanyang.
As the three cities eventually formed one large conurbation, a new name wascoined to represent this new urban entity. “Wu” from Wuchang and “Han” from
Hankou and Hanyang were merged into “Wuhan”, a testimony to the city’s origin.
A similar narrative commands the metro network.
Line 1 (blue) is exclusive to Hankou and doesn't cross the water.
Line 2 (pink) links Hankou with Wuchang.
Line 3 (brown) connects Hanyang and Hankou.
Line 4 (green) closes the loop from Wuchang to Hanyang.

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HONG KONG SHENZHENA METROPOLITAN SYMBIOSISTo the south is Hong Kong.
The former British territory has grown from a colonial outpost into a major
port and international economic center. It continues to thrive under a special
administrative status within China, preserving the particularities that have madeit prosperous.
To the north is Shenzhen.
Today’s bustling metropolis is the result of a successful experiment: the creationof a Special Economic Zone open to foreign investment intended to foster exportoriented manufacturing. Capital from neighboring Hong Kong combined withmanpower from the hinterland resulted in an economic, demographic, andurbanization surge that ushered in a new era of economic development in China.
The twin cities form a peculiar urban entity, serving one another without merging,linked while keeping a distance.
Similarly, their metro networks are connected but not integrated. Only two borderconnections allow transfers from one system to the other.

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GUANGZHOUCANTON, CHINA’S GATEWAY

Guangzhou has historically been the origin of the maritime trade routes connecting
China to the rest of the world. From here, junks sailed all the way to India andAfrica while Spanish galleons from Acapulco and Portuguese carracks brought
silver in exchange for valuable silk garments and porcelain.
Today, it is the center of a megacity, a vast conurbation extending across the entire
Pearl River Delta all the way to Hong Kong and Macau on the South China Sea.
Four lines run from the south into the city center where they intermingle with twoeast-west lines (purple and magenta) to form a complex yet balanced web. The
overall symmetric shape of the network is reminiscent of an elaborate vaulted gate
resting on four pillars.

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SHANGHAIINSIDE AND OUT

At ȴrst, a Chinese city lay on the western shore of a bend of the Huangpu River.
A walled city separated the city from the countryside.
Then, European powers established concessions, extraterritorial enclaves along the
Huangpu to the north, separating the Chinese city from the European one.
Finally, Shanghai grew to become a sprawling metropolis and a metro network was
constructed with a ring line marking the city center. Inside the ring, lines intersect
each other forming a dense and regular pattern of transfer stations. Outside thering, lines mainly run isolated towards faraway suburbs.

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BEIJINGSQUARED RINGS

A succession of rings forms the urban structure of Beijing.
A vast palatial compound, known as The Forbidden Palace, stands in the centerof the city surrounded by a rectangular moat.
Around the palace, the city historically occupied a rectangular space enclosed bywalls. City walls were eventually demolished and replaced by a loop boulevard
known as the second ring road. It is only the innermost of 4 more road rings whose
construction has accompanied the growth of the metropolis.
Metro line 2 (blue) follows the second ring road and forms a rectangular loop
around the historic center. A second loop line (light blue) runs mostly in theinterstitial space between the 3rd and 4th rings and creates an outer orbital square.
In this strictly orthogonal network, even the ring lines are square.

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LondonBerlinTokyo

New York
Paris

MadridSeoulCO M PO SI T E

Sometimes. History, geography, and symbolism conspire to create seemingly
untamable and almost frighteningly complex composite networks, mosaicsof intermingled shapes and principles. It is then the duty of the mapmaker todisentangle the complexity, understand the underlying logic of the system, andconvey it in the map through neat forms and a balanced, welcoming layout.

193

MADRID

THE BAROQUE TROMPE L’ŒIL

A profusion of forms, perspectives, and illusions, Madrid’s transit network
is a personiȴcation of the baroque.
In the historic center, around Sol, four lines form a radial network with each line
successively intersecting the others to form a triangular pattern of transfer stations.
Yet, immediately to the north and east, lines run on horizontal or vertical routes
and form an orthogonal grid. This area corresponds to the 19th century expansionof the city where wide streets run parallel or perpendicular to each other.
A loop line (grey) surrounds this orthogonal grid but only its northern part is anorbital providing tangential connections. By contrast, the southern part is moreakin to a regular line serving the suburbs: an illusion of function.
Further southwest lies a second loop (light brown) which is not an orbital at all, but
a local line connecting ȴve peripheral towns.
As a ȴnal surprise, the backbone of the system is not at all the metro. The maintransport artery is actually the commuter rail corridor from Atocha to Chamart¯nrunning straight from south to north under Castellana Avenue.

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Line 12 (light brown) is a local service connecting
5 suburban towns. It has only one connecting

The historic city is located north of thepoint with the rest of the metro system, but many

Manzanares River, between Casa de Campo andmore with the commuter lines.

Retiro park.
Its expansion to the north and east follows$0..65&33"*-7*"3&$0-&504

a regular orthogonal street grid.
Cercanías commuter rail lines C1, C7, C8 and C10
The main axis of the city is the north-south

run straight under Castellana Avenue, crossing

Castellana Avenue (dotted line).

the city on a north-south axis.
They connect Atocha and Chamartín rail

3"%*"-

terminals via Recoletos.

4 lines converge towards the historic center andC1 line (light blue) is an airport link fromform a radial network focused on Sol, Callao andPríncipe Pío to Barajas Airport.

Ópera.

$0..65&33"*-7*"40035)0(0/"-Cercanías lines C3 and C4 (magenta) connect
4 lines serve the area north and east of the

Atocha and Chamartín rail terminals via Sol.

historic center and conform to its orthogonal
street layout.

Line C5 (yellow) serves the southern suburbs
from Atocha.

-001-*/&4Line 6 (grey) is an orbital in its northern halfwhere it marks the limit of the historic center’sorthogonal expansion.
Its southern half serves peripheral
neighborhoods.

BERLINOVERLAPPING SCALES

Three rail systems overlap in Berlin, each one functioning on a different territorial
scale. The U-Bahn is the urban scale metro, the S-Bahn the metropolitan scalecommuter rail, while the Regional-Express (RE) and the Regionalbahn (RB) are theregional scale links.
The S-Bahn is the backbone of the system and its structure is made of threecorridors deȴning Berlin’s urban layout. The Ringbahn loop line encircles the city
center. The Stadtbahn crosses it from east to west and the Nord-Süd Tunnel from
north to south. Its lines serve the peripheral areas beyond the reach of the U-Bahn.
U-Bahn lines form a dense urban network inside the ring and radiate beyond it assingle isolated routes.
Regionalbahn lines operate on cross-town routes, much like the S-Bahn, but theyskip metropolitan stations served by the S-Bahn and stop only at regional stations at
the edge of its reach or beyond. The exceptions are a handful of central hubs, suchas Alexanderplatz and Hauptbahnhof—the joints of the entire system—where all
three networks are connected.

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63#"/4$"-&The S-Bahn network provides the organizing

U-Bahn lines serve the inner urban area,

structure of the system.

primarily inside the Ringbahn.

The Ringbahn stadium-shaped loop line.
.&53010-*5"/4$"-&The Stadtbahn corridor on an east-west axis.
S-Bahn lines serve the entire metropolitan area.
The Nord-Süd Tunnel on a north-south axis.

They use 3 shared corridors in the center thenbranch out into individual lines. Stations at
corridor intersections are major transfer hubs.

4."--130'*-&6#")/U1, U2, U3 and U4 together form the original

3&(*0/"-4$"-&

U-Bahn network, built for small proȴle trains ona primarily east-west direction. All lines connect

Regionalbahn and Regional-Express lines serve

at Nollendorfplatz and can be switched at will

the wider region around the metropolis. They

from one route to another.

skip most stations in the central area that areotherwise served by the S-Bahn.

-"3(&130'*-&6#")/These lines also provide orbital connectionsin the outer suburbs.

Later extensions to the network were built forlarge proȴle trains.

Regional corridors (red and light blue) intersect
at Hauptbahnhof, the main railway station.

U6 (purple), U8 (blue), and U9 (orange) run ona mostly north-south course.
U5 (brown) runs east-west and U7 (light blue)
runs both north-south and east-west.

)"615#")/)0'"-&9"/%&31-"5;;00-0(*4$)&3("35&//0--&/%03'1-"5;SEOULONE MOUNTAIN, ONE RIVER

The Han River and Namsan Mountain are the dominant landscape elementsdeȴning Seoul.
The historic city center is located just north of Namsan. As the city expanded andeventually occupied the entire valley, the mountain was surrounded by an urban
fabric and became a referential point for the entire city. It lies in the very center,
where the Han River bends and hugs its steep slopes.
After ȴlling up the Han River valley, Seoul expanded towards the adjacent valleys,
between the mountains, and eventually merged with the surrounding cities,
Bucheon, Incheon, and Suwon, forming a giant conurbation.
The metro network bears witness to this evolution. Inside the loop line thatconnects neighborhoods along the valley, lines run parallel to the river orperpendicular to it around Namsan Mountain. They reach out to the neighboring
cities and all the way to the sea shore, creating a regional scale network.

209

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Namsan Mountain dominates the Han River onLine 1 (blue), 4 (light blue) and Bundang (yellow)

its northern shore. It is the symbolic center andare cross-town regional services connecting

focal point of the city as the tower on its top canSeoul’s city center with the surrounding cities ofbe seen from faraway locations.

Uijeongbu, Bucheon, Incheon, Ansan, andSuwon. 4 more lines complement this regional

The city center (circle) is north of Namsan,

scale network. All these lines operate metro

between the mountain and Gyeongbok Palace.

trains with frequent services and are metro lines
in their full right even though their reach is moresimilar to that of a commuter rail network.

)"/3*7&37"--&:

Line 2 (green) is a loop connecting all$0..65&33"*--*/&4

neighborhoods along the valley. It is in no way
a border or boundary—mountains around the

The Airport line Arex links the Seoul Railway

valley serve this purpose—but a vital link

Station to Incheon and Gimpo Airports withholding the city together.

skip-stop direct services as well as local services.
With new urbanization on the way and ridership7"--&:-*/&4

growth, it is bound to become a regular metroline.

4 lines follow the course of the river and run
mostly parallel to it.

The Gyeongui-Jungang line (light green) is aregional link operating from the Yongsan

Line 9 (light brown) operates skip-stop express

railway station on a corridor along the northern

services.

shore of Han River.

$*5:$&/5&3-*/&4

2 lines run around Namsan Mountain and serve
the city center with cross-river connections tothe southern bank.

/".4"/.06/5"*/%08/508/:&06*%0*4-"/%("/(/".

LONDON

HARMONIOUS RANDOMNESS

From Westminster to the City, the center of London is permeated by metro andcommuter networks radiating out to a vast metropolitan region.
All Underground lines converge towards the Circle line loop and create a dense webof transfer stations inside of it. Even though they mainly follow the irregular street
layout of the historic center, the resulting pattern is very close to that of a regularorthogonal grid.
Commuter rail lines originate from the central rail terminals scattered aroundthe edges of the loop, with the exception of the cross-town Thameslink line. The
commuter network is particularly dense and complex south of the Thames where
Underground lines are scarce.
The Docklands Light Railway (DLR) connects the City to the eastern reaches of theThames, where former docks have become a ȴnancial center.
The Overground orbital network provides tangential connections outside theCircle loop.

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Major parks and the Thames River provide

The Bakerloo (brown), Victoria (light blue), andorientation clues.

Northern (dark grey) lines cross the loop on anorth-south axis.

North of the Thames, inside the city center,
Underground lines form a dense web which canbe schematized as a regular grid pattern.

$0..65&33"*-

South of the Thames, three commuter rail

Commuter rail lines form independent networks

networks converge towards the central

originating from dedicated central London

terminals; their lines are interconnected. Thisterminals.

complex pattern can be schematized as a

The Thameslink (magenta) is the only network

quadrant containing a regular orthogonal gridproviding a cross-town connection from suburb

tilted at 45°.

to suburb on either side of the city center.

$*3$-&-*/&-001$0..65&33"*-

The Circle line (yellow) used to run in a full loop

Overground lines provide orbital cross-town

around central London. The loop is no longer

connections outside the Circle loop. However,closed and the line has two separate terminal

their low frequency sets them apart from thestations.

Underground.

The Metropolitan line (magenta) and the

The Docklands Light Railway connects central

Hammersmith and City line (pink) share theLondon, particularly the City of London, to thenorthern half of the loop’s track. The District line

newly developed neighborhoods along the(green) shares the southern half.

Thames to the east.

&"458&45

The Piccadilly (blue), Central (red), and Jubilee(grey) lines run through central London on amainly east-west course.

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NEW YORKGRIDS ACROSS THE ARCHIPELAGONew York City became the major harbor of the eastern coast of the United States
when the Erie Canal connected the Hudson River to the Great Lakes, thus opening
up a major trade route to the interior of the continent. From the southern tip of
Manhattan Island, the city expanded north following a strict orthogonal street
pattern of east-west streets and north-south avenues. The grid is broken only by thehistoric path of Broadway and the vast rectangular expanse of Central Park.
A similar grid pattern was implemented in the other boroughs with Brooklyn
boasting tilted axes.
In Manhattan, subway lines run on a north-south course, parallel to each other,from Downtown towards Midtown and the Bronx or on an east-west course acrossthe East River towards Brooklyn and Queens.
In Manhattan, three or four lines share each line corridor providing local andexpress skip-stop services. The color of a line corresponds to the corridor it serves.

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The heart of New York is Manhattan Island with
its two main centers: Downtown on the southern#.5#30"%8":-*/& :&--08

Q, N Broadway Express
R, W Broadway Local

tip and Midtown south of Central Park.
It is surrounded by the Bronx (north), Queens(east), Brooklyn (south-east), Staten Island(south) and New Jersey (west).
Subway lines connect the Manhattan street gridto surrounding grids across the waterways.

*35'-64)*/(-*/& 7*0-&57 Flushing Local and Express*/%$3044508/-*/& -*()5(3&&/

G Brooklyn-Queens Crosstown Local#.5$"/"34*&-*/& (3&:L 14th Street-Canarsie Local*35#30"%8":4&7&/5)"7&/6&-*/& 3&%

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J Nassau Street Local/Express
Z Nassau Street Express*35-&9*/(50/"7&/6&-*/& (3&&/4, 5 Lexington Avenue Express$0..65&33"*-

6 Lexington Avenue Local and
Pelham Local/Express

Long Island Railroad—LIRR (light green andturquoise): from Penn Station and Atlantic
Terminal to Long Island.

*/%&*()5)"7&/6&-*/& #-6&

A Eighth Avenue Express

New Jersey Transit (red): from Penn Station

C, E Eighth Avenue Local

to New Jersey and Newark.

*/%4*95)"7&/6&-*/& 03"/(&

Metro-North (brown): from Grand Central

B, D Sixth Avenue Express

to upstate New York and Connecticut.

F, M Sixth Avenue Local
Port Authority Trans-Hudson—PATH (violet):from Manhattan to New Jersey.
Staten Island Railway (green).

.*%508/."/)"55"/3004&7&-5*4-"/%%08/508/."/)"55"/%08/508/#300,-:/PARISRIVE GAUCHE, RIVE DROITEThe Seine River ȵows through Paris from east to west and splits the city into two
uneven parts, the Left Bank to the south and the Right Bank to the north. This left
and right split is a fundamental element of the city’s identity. Traditionally, the LeftBank was the realm of the university, the Right Bank belonged to the merchants
while power, both spiritual and temporal, had its seat on the Cit« Island in the
middle.
The metro network highlights the other symbolic elements of the Parisian cityscape.
Line 1 (yellow) follows the Triumphal Way, a historic axis linking La D«fense to the
Louvre through the Champs-lys«es Avenue, in a straight line with a single detour
to Gare de Lyon.
Line 2 (blue) and line 6 (turquoise) form a loop that follows a ring of boulevards
marking the center of Paris. Most transfers are located within the enclosed area.
Tramway lines 3a (orange) and 3b (green) form an unȴnished loop along theMar«chaux boulevards, the administrative edge of Paris proper.
RER line B (blue) crosses the city on a north-south axis right as the roman cardo
maximus did two millennia ago.

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The same goes for lines 12 and 13 (light blue) andlines 7 (pink) and 5 (orange).

The Seine River separates the Left Bank (south)from the Right Bank (north).

Line 11 (brown) terminates in the very center at
Châtelet.

The Boulogne and Vincennes woods bound thecity west and east.
34&"6&913&443(*0/"- 3&3

Line 1 (yellow) follows the Triumphal Way fromeast to west.

The RER is a cross-town commuter rail networkwith high frequency trunk lines inside the cityLine 2 (blue) and line 6 (turquoise) form a loop

center and lower frequency branches at thearound the inner urban core.

periphery. It effectively works as an express
metro inside the urban core. East-west line A(red) and north-south line B (blue) form the&"458&45

backbone of the network.

Like the Seine River, 5 lines run mainly from east
to west, often following the course of the river.

53"/4*-*&/

3 of them converge in a narrow corridor from
République to Saint-Lazare/Opéra.

Transilien commuter rail lines originate from 5
rail terminals in the city center. They complement

Line 14 (purple) is a fast automated line with

the RER network and also serve areas beyond its

wide station intervals intended as an express

reach.

cross-town link.

53".8":"/%#643"1*%53"/4*5/035)4065)

Tramway lines complement the metro and RER
6 lines meander from north to south and connect

networks outside of the city center. They provide

with each other.

orbital connections from one suburban district
to another.

Lines 4 (magenta) and 12 (green) follow separate
courses but connect twice at Montparnasse andLines 3a (orange) and 3b (green) follow

Montmartre.

boulevards on the administrative boundaryof Paris.

013"("3&4"*/5-";"3&( " 3 &  % 6  / 0 3 %  ( " 3 &  % &  - & 4 5

26"35*&3-"5*/$)5&-&5

TOKYOA MOST ECSTATIC MAZE

From the city center east of the Imperial Palace, Tokyo expanded in all directions,around the palace, towards the sea, and along the bay. Eventually, the sprawlingcity occupied most of the Kanto plain and land was even reclaimed from the sea.
This immense urban region is permeated by an impressively dense rail networkthat constitutes the essential mode of urban travel.
The metro serves the inner core around the historic city center and is only one partof this massive system.
Like the urban fabric, metro lines run from the city center all around the Imperial
Palace grounds and towards the periphery.
Two loop lines hold the system together. The Oedo line (magenta) emerges from
Shinjuku in the west and encircles the city center in the east.
The Yamanote rail line (light green) connects all six central rail terminals and links
the metro system with commuter lines.
The entire system is exceptionally integrated. At peak hours, in order to avoid
unnecessary transfers, commuter and metro lines interconnect with each other,effectively forming a single longer line. Trains then run from one end of themetropolis to the other, sharing the infrastructure and rolling stock of several
different operators.

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At the center is the Imperial Palace (green circle).

5 lines run through the Downtown on anorth-south course: Mita (blue), Chiyoda (green),

The city center to its east is bounded by the

Hibiya (grey), Ginza (orange) and Asakusa (pink).

Sumida River.
Fukutoshin (brown) and Namboku (turquoise)
The inner urban core of Tokyo is bordered bylines run west of the Imperial Palace.

the Arakawa River (north-east), Tokyo Bay(south-east), and the Tama River (south).
$0..65&33"*--001-*/&4The entire Kanto region is served by an extensive
network of interconnected commuter rail

The Oedo line (magenta) marks the boundary of

networks. Most of them serve one of the 6 main

the city center east of the Imperial Palace. It is set

rail terminals or the Yamanote loop. Only theupon a horizontal symmetrical axis.

JR Chuo-Sobu (yellow) and Chuo Rapid (red) lines
cross the central area from east to west.

The Yamanote line (light green) is operated by
JR East and is not part of the metro network
proper. It is the single most important line of the5)306()4&37*$&4

entire system as it directly connects all the mainrail terminals and enables tangential orbital

Most metro lines are connected to commuterconnections. It is represented on the map as alines at their extremities.

rectangle with rounded corners.
This arrangement allows trains to run
unimpeded from one end of the metropolitan&"458&45

region to the other through the city center.

5 lines follow mainly an east-west direction:

For example, trains run successively on Keisei,

Marunouchi (red), Yurakucho (yellow), Tozai

Asakusa (pink) and Keikyu lines linking Narita(light blue), Hanzomon (purple) and Shinjuku

and Haneda Airports. Commuter rail and metro(light green). Each line intersects the others atlines effectively merge into a single entity fromsome point.

end to end.

4)*/+6,6

6&/0

30110/(*(*/;"

#*0(3"1):-8*&(529,È

Jug CeroviÉ is a Serbian and French architect and mapmaker.
Born in 1982 in Belgrade, Yugoslavia, Jug CeroviÉ studied architecture in Paris(EAPLV) and Barcelona (ETSAB). In 2008 he founded an architecture studio in Parisand has since authored more than one hundred projects, 40 of them realized.
Since 2011, curiosity and passion for cartography lead him to start mapping complex
systems, especially public transport networks. He developed a personal method tocreate beautiful and eɘcient maps and his novel designs have been adopted inSeoul, Luxembourg, Utrecht and Riyadh.
A central theme in his work is the relationship between structure and beauty.
He became known for a series of artworks depicting metro networks
as harmonious structures anchored by symbolic shapes.
He posits that network diagrams, as works of art, are essential in shaping our mental
image of a complex system. When reality proves intangible, the symbol becomes thereality.
The map is the network.

251

O N EM E T R OW O R L D

author -XJ&HURYLÉ
creative director Sasha Sasic
book design $QMD0HMDÏ
editing Alexander Boccon-Gibod
First published in 2016 by -XJ&HURYLÉ3DULV)UDQFH
Current edition published in 2021 by -XJ&HURYLÉ3DULV)UDQFH

ISBN 978-2-9561822-7-6

HARDCOVER PRINT

Order a hardcover printed copy of One Metro World here:
http://www.jugcerovic.com/book/one-metro-world/

Books by the same author:

MIDDLE CONSTELLATION
http://www.jugcerovic.com/book/middle-constellation/