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This project examines the information system of the King County Metro public transportation system and points
out opportunities for improvement as a catalyst to get more people using the bus more frequently. The
experience of riding the bus and the use of the information system to get from the starting point to the final
destination are examined as a way-finding activity. Information design is examined as supporting this
activity and as the most tangible representation of the system. It takes much of the responsibility for how
usable the system is. Process, problems, thoughts, examples and suggestions are included in this book not as
answers for how to create the perfectly usable transportation system but uses King County Metro as a case
study for finding where the information system falls short and what other systems have done to try to solve
these problems.
Preface
Keri LindquistDesign Studies Capstone 2008
Section 1: Defining the Problem and Approach
Summary of Problem
How Can Design Help?
Research & Analysis Process
Personas
How Bus Systems Differ from Subways
Section 2: Examining the Information System & Making Suggestions
King County Metro Info System Diagram
Steps in Bus Riding Process Planning
At the Bus Stop
On the Bus
Getting to Destination
Making a Transfer
New Prototype Signage
Section 3: Summary of Analysis and Priority of Suggestions
Summary of Suggestions and Conclusion
Future Project Proposal
Bibliography
3
5
7
9
10
11
13
15
Table of Contents
17
23
37
43
47
51
53
55
55
56
Dale Cummings, Transit Planner, King County Metro:
“Our objective is to get more people on mass transit,
which we’re convinced is a much more ethical and civil
way of getting around.”
5 | 6
Guide to Transit Now:
“While population growth will lead to a modest rise in ridership,
the overall market share of public transportation will probably not
change. Historical trends demonstrate that simply adding more
buses does not trigger an increase in the share daily riders using
public transportation.”
Introduction
A friend of mine trying to take the bus to my house for the first time called me, exasperated,
saying “I’m sorry I’m so late, I’ve spent the last hour and a half trying to get to your house!”
We live no more than 3 miles apart, an easy 10-12 minute drive. There is not a bus, however,
that goes directly from her house to mine. It was also a Sunday, so few buses were running.
On top of that, she had walked ten blocks out of her way to get to a stop which she thought
served the bus she needed to take, but was mistaken. When she finally arrived, she threw
her hands in the air in frustration and said, “I don’t know how people do this everyday. That
was ridiculous.”
King County Metro public transportation is a complex system which anyone who has
ridden it can attest to. In general, the experience for new riders is stressful and often
frustrating. Executives of King County have made a challenging goal for themselves, to get
more people out of their cars and onto buses. The Transit Now initiative from 2006 stated a
goal of 21 million more boardings by 2017.
A recent article by the New York Times discusses an increase in ridership in several major
cities in the U.S., Seattle included, due to climbing gas prices. Though this is great news for
King County Metro, more change is still achievable. A large portion of the population still
drives their cars everyday and the congestion problem remains a daily encounter for
commuters in Seattle. So how can Metro encourage more people to make a lifestyle change
even if they can afford to pay high gas prices?
Despite the unavoidable frustration involved in learning a new system, there are many
benefits that could outweigh the drawbacks for potential riders. Especially in Seattle, people
are often concerned with reducing their impact on the environment and if more people take
the bus, gas emissions are reduced. Another rather obvious benefit is that taking the bus is
more economical. If riders are able to rely entirely on public transportation and no longer
own a personal vehicle, they remove a huge expense from their finances. Concisely stated
by one of the riders I observed, “[taking the bus] would be a hell of a lot cheaper. We pay
$500 a month for [car payments for] the Subaru and $480 a month for everyone’s insurance.
Not to mention gas and maintenance.” All of these costs would be removed if they were able
to solely use public transportation.
Rider’s Reliance on the Information System
Due to the system’s complexity, users rely more heavily on the information system. The more
complex the system is, the less intuitive it is.
The simplicity and usability of the system from the user’s perspective is exemplified in
the transportation system of Vancouver BC. The riders were also less reliant on the
information system due to this. When I made an excursion, I only encountered one sign that
had listed arrival times. All ¬other stops I encountered, the rest of which were in the heart
of downtown Vancouver, had only a system map, a sign with route numbers listed and most
had labeled bus stops. From these three pieces of information riders could determine where
the route would take them and that the desired route did in fact stop at the bus stop where
they were waiting. Smaller bus stops were not equipped with a system map and on occasion
were even without the list of routes. I had purchased a portable copy of the system map, so
this never posed a problem for me, but I witnessed riders asking the driver the path of the
bus route on a few occasions. On top of a more usable system map, I never waited more
Close up of the system map found at larger bus stops in Vancouver BC.
than 10 minutes for a bus to arrive and I took six different buses. Though this is not an
optimal system design, it seems that because the system runs with such frequency,
timetables are not essential and that riders can make mistakes and correct them faster than
is possible with the system of KC Metro.
Overall the experience of using the Vancouver system was less frustrating than
Metro’s, even though I have more experience with the latter. Because Metro’s buses run
with less frequency and have more variation in the time between arrivals, users need to be
informed of these variations in arrival times and must wait longer to catch a different bus if
a mistake was made initially. In order to avoid making mistakes, riders must look to printed
information and plan ahead.
Using public transportation is a way that a person navigates through a city. Wayfinding
through public transportation is an unusual form of navigation because the rider has little
control over where they are going.
Like all navigation or wayfinding activities, in order to not get lost a rider on public
transportation needs to always be aware of the following:
Where am I?
What comes next?
Where is my ultimate destination from here?
Public transportation is an incredibly complex system many levels beyond what the
Detail of an old, peeling Vancouver BC bus schedule showing frequency of bus arrivals. Never more than a 15 minute wait.
user experiences. Urban planning, local legislation, funding, local weather
conditions, social norms and many other areas of study greatly effect the system’s
functionality. All are important considerations when designing a public transporta-
tion system. This project, however, narrows its focus to examining the information
system of the King County Public Transportation system as a support system to the
wayfinding process.
HOW CAN DESIGN HELP?
After pointing out many other areas of potential improvement for Metro, I propose
that improving the information system will make the biggest impact on the rider
and can ease the experience of the first-time user to encourage more people to ride
the bus. A transportation system is a complex and abstract thing. Without under-
standing at least on a basic level how it works, potential riders will be intimidated
to try it for the first time. The information about the system is what a rider interacts
most directly with and is the most tangible representation of the system. Therefore
it must be as clear and communicative as possible to make the system as usable as
possible.
Analyzing the existing information system can provide huge opportunities for
improvement in usability of the current system. Without making changes to the
entire system design (i.e. the path the routes take), which would require years of
planning and more time for implementation, improving the information design can
make a huge difference for the experience of the rider to get people on the bus
now. Due to the complexity of the Metro’s bus system, users will rely more heavily
on the information available to them because the system itself is less intuitive than
say a system in which all buses arrived every 10 minutes all day, every day. Improv-
ing the information design will not solve all issues with the current system, but
strong information design can make users aware of its limitations and allow them to
make proper adjustments to fit it into their lifestyle.
7 | 8
Information Design as Support of Wayfinding
Using public transportation is a way that a person can interact with and navigate
through a city. Though it is an unusual form of wayfinding because the rider
selects between pre-determined routes. Their task as navigator is to determine
which parts of which routes will get them closest to their destination. In order to
use the system, however, users must trust that it is possible to get to their desti-
nation via the system. In order for the system to prove its reliability to the user,
the system must be as transparent as possible to expose its functionality, but
only to the point of necessity. In order to put the rider at ease, the rider needs
to be constantly reassured that they are progressing along their route as he or
she should be. Robert E. Horn, a scholar and instructor of information mapping,
has said, “what we need is not more information but the ability to present the
right information to the right people at the right time, in the most effective and
efficient form.”
It is easy to see how clarity can be brought to the process of taking the bus
through information design. The information system is what is (or should be)
present at the times when the rider makes a decision in their navigation process.
Providing the proper information at these points of the trip can create a fluid,
uneventful experience for the rider. A metaphor used by Kim Baer in the Informa-
tion Design Workbook explains that, “good information design is like an unevent-
ful airline flight. There’s no turbulence to remind you that you’re thousands of
feet in the air. You don’t pause to think about the mechanics of air travel or think
too hard about how such a heavy hunk of metal can be airborne. You just board,
slurp your soft drink, much on honey-roasted peanuts and confidently arrive at
your destination.” Information design for public transportation should allow exactly
this, no extra thought or interpretation needed for determining the proper route
or time to exit the bus; the information should present itself exactly as necessary.
Too much information will confuse the user, too little will frustrate them. Informa-
tion design controls if and how the user perceive parts of the system and impacts,
if not creates, the user experience with public transportation. The manner in which
the system is exposed to the user is crucial. According to the Transit Research Board
there are three stages in wayfinding:
This must be kept in mind when examining what information is present at every
stage in the process of taking the bus.
Many systems are vastly improved by the act of making visible what was
invisible before.”
Donald A. Norman, The Design of Everyday Things
1: the person identifies landmarks and orients themself using these
2: the person builds travel decisions around framework of landmarks and visualizes a series of actions
3: the person develops a cognitive map of the environment with landmarks, routes and approximate distances
“
9 | 10
Personas / Scenarios
The information from these excursions, along with that gathered from
informal interviews and observing riders on the buses, was compiled to
create three personas. A scenario was then developed for each, based
mainly on experience from the excursions, to explain common or possible
problems encountered by riders in the current system due to the lack of
information.
After creating the scenarios, it was evident that all the major issues
riders encounter with the information system were addressed in the
scenario with the Never-User. It is also true that the biggest impact could be
made on the Never-User. The Expert is already committed to using the
system as it is, so improvements will only make their experience more
pleasant. The One-Router is also already using the system and making
changes which target the Never-User will also make for an easier shift for
the One-Router to use the system more frequently to more destinations.
Therefore, the needs of the Never-User are of higher priority to encourage
more people to ride the bus with more frequency.
A digital experience was created of Scenario 1. The digital file created
in Flash allows a designer or planner involved in public transportation
wayfinding to understand on a personal level the issues encountered with
the current system. This digital experience follows the Persona through their
entire bus riding experience, pointing out the flaws along the way and
showing a link to see an example of well-designed information from another
system.
Research and Analysis Process
I first research what current legislation is in effect that is making changes in
King County Metro. The major changes being made are through Transit Now,
an initiative approved two years ago. Some of the effects of this initiative are
starting to be seen. New signage has been implemented on a trial basis, the
design of which is discussed on page 54. Bus priority lanes on some parts of
Aurora Avenue are being added.
Next, I observed the effectiveness of the information system through
documenting several excursions made on King County Metro by others and
myself. Through these excursions I recorded the length of time required to
travel from one destination to another, the familiarity each person had with
using public transportation, how often the person relied on or used the
information system and what information was available to the rider every
step along the way. Through tracking the mistakes made by users and
examining what information was available to them at these times of
decision-making, I created a diagram of the rider’s experience. This includes
each stage of the process of taking public transportation, the information
available at each stage and then suggested changes or additions based on
what was shown to be lacking. These suggestions were then prioritized
based on which was the biggest source of error.
I made a trip to each Portland and Vancouver BC to see how the overall
experience differed from King County Metro and why. These trips were
experiments to see how intuitive and informative the systems were for me as
a new user of the system. The process and information encountered was
documented as well.
Persona 1: David / Never-User
Hates riding the bus, never uses it unless there’s an extreme
advantage or no other choice.
Has to pay fare in cash.
Persona 2: Jenna / One-Route
Uses bus for economical reasons.
Commutes to work / school, uses two routes frequently.
Will take bus to other locations on occasion.
Has a monthly pass or Husky Card.
Persona 3: Emily / Expert
Only uses public transportation.
Committed, changed lifestyle to do so.
Familiar with many routes, some arrival times memorized.
Has a monthly pass.
Scenario 1
Car is in the repair shop, needs to go to Bellevue.
Taking bus never been on before.
Scenario 2
Taking a bus she usually takes to work further along
the route to go downtown.
Scenario 3
Taking a route she’s very familiar with,
but construction makes an unforeseen change in route.
This statement, from the book of Vignelli design discussing
the London subway map, identifies exactly why this system of
representation is so successful for subways and simultaneously
why this does not work for bus systems. One huge difference is
there are too many routes in a bus system for each to have its
own color. Another significant difference is that buses do not
necessarily stop at every stop. Buses also change from regular
to express route.
Perhaps the most significant difference, however, is the
physical path of the subway. The vehicles of these systems are
physically attached to a track that is usually below ground.
There is not a strong relationship between the layout of streets
within the city and the route of the car, allowing the “lines and
land to follow the basic structure” of a Metro map. Jose Allard’s
analysis of the redesign of Transantiago Chile’s transportation
system discusses this difference. He writes “many authors and
general practices recommend that diagrammatic maps such
How the Problem of Bus System Representation Differs from Metro Systems
The design was organized on a 45-degree and 90-degree angled grid in which lines and
land followed the basic structure. Every line had a color. Every stop had a dot. Every
station was listed. A dot on the line meant that the train would stop at that station. No
dot, no stop – simple. The map resulted in a beautiful design.”
“
Subway maps on the opposite page are from the following cities:
London
Berlin
Barcelona Rome
Buenos Aires AthensMexico City
as the ones used for Santiago’s Metro, are not suitable for bus
networks. Lines on a diagram cannot be easily related to the
reality of the streets, [nor to the plan of the city, which forms
the bus traveler’s mental map]. For this reason, most bus maps
[include] certain topographical relationships to the city.”
Generally speaking, Metro systems have an abstracted
system of representing the routes, a style which has been re-
fined over many years. Metro maps all look similar because this
system of representation works well. However, the problem of
representation for Metro is a much simpler one than that of a
bus system.
This also demonstrates how the on-board bus map
may not be as effective for bus systems as it is for subway or
streetcar systems. The bus does not always stop at every stop.
Usually these on-board maps are accompanied by a next stop
ticker, which changes after every stop. Yet again, this feature
would not work well for the bus system when the stops made
vary depending on the riders.
The Information System of King County Metro
Planning1
route brochure
Trip Planner
INFORMATION ENCOUNTERED:
SUGGESTED ADDITIONS:
Make a Transfer
paper transfer
INFORMATION ENCOUNTERED:
directional signs for other bus
routes / stops
SUGGESTED ADDITIONS
Final Destination4
system map
area map w/ landmarks
directional signs
INFORMATION ENCOUNTERED:
SUGGESTED ADDITIONS:
On the bus3
route brochure
on-board map
next stop board
INFORMATION ENCOUNTERED:
SUGGESTED ADDITIONS:
At bus stop2
bus schedules
bus stop flag
system map
destination board
real time arrival
route map
labeled bus shelters
INFORMATION ENCOUNTERED:
SUGGESTED ADDITIONS:
at home within Metro system
clearer grid for both pieces
17 | 18
Finding the way is not a gift or an innate ability that one either has or does not have. It is a precondition for life itself. Our approach to envi-ronments of whatever kind is part of our existence. Living with our respective ways of navigating is a basic premise for our liberty and our self-confidence. Knowing where I am, my location, is the precondition for knowing where I have to go, wherever it may be. Otl Aicher
Step 1: Planning Which Route to Take
Information Design Examined in this Chapter:
Trip Planner
Timetable Brochures
Sugested Additions:
Both need clearer grid, refinement
The only way to obtain access to either of these tools is to already have an interaction with the system. Time-
table brochures are only available on the buses or at Transit Centers, so a rider would have already been to
one of these places in order to have a brochure. The Trip Planner website is mentioned on the brochure itself,
but is otherwise scarcely advertised by Metro, if at all. Therefore, knowledge that Trip Planner exists relies
on an experience with a different tool used for planning. This makes the initial encounter of planning a trip
with Metro difficult. One must somehow learn of these tools through some other source. This is a significant
problem that Metro should address to make the system more transparent to in-/un-experienced riders.
Trip Planner is fairly straightforward. It does not always
provide efficient routes, even when the fastest trip option is
selected, but this is a system flaw which design cannot
change. If all information provided from Trip Planner is
clarified through good information design, however, any
additional errors due to confusion can be eliminated.
The information for the itineraries could be more
structured and could give the user access to more
information. The intersections listed for where to catch the
bus link to another page. Intuitively, it seems clicking on the
stop name would show a map of the stop location, but it
shows information secondary to the location of the stop,
Planning / Trip Plannersuch as the other bus routes which stop at that bus stop
and if the bus stop has a shelter. This information is
important as well, but should follow what is vital. If a
transfer must be made, the walking distance is indicated
in miles. This line is clickable and links to another page
which lists the exact turns and streets names the user
needs to make in order to arrive at the next bus stop.
This information is essential for someone taking the bus
to an area in Seattle they are not familiar with. Because
one must go to another level of information to access
this, many users will not know of its existence. Also, if
the user is printing the itinerary instead of writing it
19 | 20
Seattle Metro
When intersections are listed in one line, it is in line with this label Depart
When intersections are listed in two lines, they are centered horizontally with label, creating uneven spacing
Should indicate cash only at this stage
Blends in with intersection links but has important walking directions
Zurich ZWV
down, the walking information will not print on the
same page as the itinerary. Listing these steps on the
initial page may be too much information for the rider.
Therefore, an indication of what information exists
behind the link is crucial in providing adequate
information for the user.
Also the way the trip planner reads is not entirely
linear. See diagram: Departing information is not all
in-line. If information goes onto two lines, becomes
centered, forcing the eye to move in an inconsistent line.
Arriving information is then listed on another line, but is
still relevant to the same route as the departing
information. The line that tells how far to walk to the
next step has little white space around it, making it easy
to skip over before reading the next row. More
attention could be drawn to it by increasing leading
around it. Route numbers could be listed first, with the
departure and arrival locations and times following, all
in the same horizontal row. Icons could be used to
indicate whether the rider must walk to the next bus
stop or if they catch the next bus from the same stop.
Summarizes entered information
First shows summary of each possible itinerary
Uses icons to emphasize different actions in process
Tight grid, uses lines to separate between each step of the itinerary
Planning / Timetable Brochure
LA Metro’s brochure has a simple cover with the route name and a highly stylized map listing all stops
21 | 22
Map shown on cover, but offers no additional information to listed neighborhoods above
The size of the route on the map does not give any further information about where exactly this route goes
The timetable brochure itself is difficult to read. The list of stops
(which only includes some stops; users would have to use Trip
Planner to find the closest stop to their starting location) with
arrival times is very crowded and uses a thick, condensed
typeface which is almost illegible. I asked one user to read the
information aloud in the order she naturally encountered the
information. When she got to the arrival times, she read “8035,
8145… what are these numbers?!” The arrival times she was
reading had $ symbols next to them to indicate the peak hour
fare, but were mistaken for the number 5.
The cover lists the neighborhoods served, which is helpful.
The map of the route below it, however, provides no additional
information and takes up half of the space of the front cover. This
space could be used more efficiently to either show a close-up
view of that area with labeled streets, or a simplified representa-
tion of the route with every stop listed, like on the LA Metro
timetable cover.
Route number and neighborhoods served are biggest and most important hierarchically
Map does not label any of surrounding area or streets not served by route. Would be impossible to determine if a conventionally-named street is near the route
Time points should be numbered to create stronger relationship between the points on the map and the stop names with arrival times
Numbering stops would eliminate need for legend, other symbols are self-explanatory
This does not need a symbol, list the time instead
Timetable symbols are confusing and redundant
Aren’t they all?The majority of the times listed have this symbol
Leading is too small between arrival times, making it difficult to read
Horizontal bands create an illusion of a horizontal association within information though non exists
See pg 28 for better timetable design from LA Metro
23 | 24
To design transportation graphics means most of all to convey the information at the point of decision – never before, never after. Massimo Vignelli
Step 2: At the Bus Stop Waiting / Transferring
Information Design Examined in this Chapter:
Bus Stop Flag
Timetable
System Map
Bus Destination Panel
Suggested Additions:
Real-Time Arrival Information
Route Map
At the bus stop there is some information to help the user identify the proper route and know when the
next bus is coming. However, information is not provided to show exactly where the route goes and if
the bus is currently scheduled to arrive on-time. It is important to remember that the information at
the bus stop is for the rider who is catching their first bus but also for the rider who is making a transfer.
At the Bus Stop / Bus Stop Flag
The bus stop flag is lists the route numbers, but has no indication of the direction
the bus that stops at this bus stop, which would confirm to riders that they are on
the right side of the road. The numbers themselves are difficult to read from a
distance. One of the riders I observed commented that all the stops along the route
should be listed on the bus stop sign, like the system in Rome. This would enable
riders, especially those who did not use either planning tool to determine an
appropriate route at the bus stop.
25 | 26
King County Metro
urBana
88FRATTERIAPiazzalePiazza Navona (3 fermate)
P.Le FlaminioPiramideNomentana (9 fermate)
LunghezzaV. Emanuele (7 fermate)
RebibbiaColosseoSaxa RubriaVia CapuanaTribunaliPiazza VeneziaLunghezza
CLODIO
M
M
U
Rome ATAC
The bus stop flag is lists the route numbers, but has no indication of the
direction the bus that stops at this bus stop, which would confirm to riders
that they are on the right side of the road. The numbers themselves are
difficult to read from a distance. One of the riders I observed commented that
all the stops along the route should be listed on the bus stop sign, like the
system in Rome. This would enable riders, especially those who did not use
either planning tool to determine an appropriate route at the bus stop.
At the Bus Stop / Bus Schedule
27 | 28
Natural reading rhythm across left to right, then down
This schedule reads down first then to right, forcing eye to snake through schedule
This space is smaller than space between columns, drawing the eye down before over to the next column
Intermediate stops of route are clumped, only separated by commas
Route number easy to find, it uses the largest, boldest type
The timetable is slightly disastrous. This is probably the most
important piece of information design that is currently found at bus
stops and is very difficult to read. The typeface used for the arrival
times is thick, condensed and hardly legible. The arrivals are put in
columns in such a way that the eye must snake through three
columns in a horizontal band and repeat over and over, moving
down the thin schedule. Neighborhoods or major streets traveled
through are listed at the top near the route number, which is
helpful information. One user said she uses this information to
determine which bus to take, knowing that it will get her within
walking distance of her destination. These street names are listed,
only separated by commas, in a clump with little space between
lines. It is easily lost among all the other text. Though this
information has been useful for several riders I observed in
determining the most appropriate route when they had not
planned ahead. If the streets were listed one per line with bullet
points and in smaller type, they may be more distinguishable from
other information and would be utilized by more users. The pay
information is located at the very bottom. Though much informa-
tion is placed here, nowhere does it say that riders can only pay in
cash. This is important information for riders to have before they
board the bus as it has become increasingly common in more
places for cards to be an accepted form of payment.
King County Metro
74to Fremont/Seattle Center
via: Ravenna ParkUniversity WyNE 40th St
Westlake Ave NBroad St
Bus leaves NE 55th St & 35th Ave NE:
Monday – Friday
5:33
6:06
6:27
6:48
7:22
7:49
8:23
8:52
9:10
9:40
10:10
Mornings12:40
11:10
11:40
12:10
12:40
1:10
1:40
2:10
2:40
3:10
3:40
4:01
4:10
4:31
Afternoons & Evenings4:44
5:07
5:13
5:30
5:49
6:15
6:40
6:55
7:25
7:56
8:26
8:56
9:26
9:56
10:26
10:56
11:56
12:56
Morning and Afternoons & Evenings are sepa-rated into two vertical columns
Intermediate stops are listed one per line in two columns
White space around departure location makes it more visible
New Schedule (concept)
White space allows times to be read more easily
White and grey bands assists eye in following the same row across the schedule
Los Angeles Metro
At the Bus Stop / System Map: Seattle Metro
29 | 30
The system map is also a mess. Several comments were made
about the map being “impossible” to use. The Seattle Weekly
has an article discussing solely the poor design of the map,
written by a new Seattleite who had recently moved from San
Francisco. He writes, He continues, saying “One of my friends
says she remembers how much she wanted a basic Seattle bus/
street map when she arrived here a decade ago. Line by line,
she slowly learned her way around. Line by line, I’m learning: I
can take the 7, the 36, the 12, and the 10 with no assistance.
But if I want to really explore the city, meandering from
neighborhood to neighborhood in search of little noodle joints
and obscure shoe stores, even Metro tells me I have to pack two
maps and my cell. Seattle may be one of the greenest cities in
the country, but since I moved here I’ve been choosing the car
far more than I ever expected.”
Few streets that are untraveled by buses are shown. This
means that if a bus route does not travel down the exact road
that a user needs to go to, they have no way of determining
which bus will get them closest to their destination. All routes
are represented in the same line weight and color, only
distinguishable by the number. Multiple route numbers are listed
on the same line, with no indication of which direction the
route turns at an intersection. This forces the eye to constantly
circle the area around which the last route label was seen to
determine which street it travels next. It would be unreason-
able to use a different color for every line because there are so
many routes. But no attempt has been made to group them on the
system map.
Shoreview
RichmondBeach
Jackson ParkGolf Course
Carkeek Park
GoldenGardens
Park
Gasworks
VolunteerPark
InterbayGolf
Center
MyrtleEdwards
SchmitzPark
West SeattleGolf Course
LincolnPark
Fauntleroy
SalmonCreekRavine
SeahurstPark
RiverviewPlayfield
WestcrestPark
MarineView Park
Des MoinesCreek
SaltwaterState Park
RiverbendGolf Course
Lake FenwickPark
CamelotPark
SacajaweaPark
City CenterPark
Dash PointState Park
HylebosPark
AuburnGame Farm
Flaming GeyserState Park
Metzler O’Grady Park
NolteState Park
Rock Creek
Big Bend
PetersonPond
MaplewoodGolf Course
Cedar River
Black River
Lakeridge
SewardPark
Jefferson Park Golf Course
WashingtonParkArboretum
Farrel-McWhirter
Park
RedmondWatershed
Saint EdwardState Park
Finn HillPark
HamlinPark
MagnusonPark
WoodlandPark
Bear CreekPark
Cedar RiverPark
Cedar GrovePark
PetrovitskyPark
NorthGreenRiverPark
Gary
Grant
Soos
Creek
Park
TimberlineCovingtonPark
PovertyBay Park
Five MileLake Park
DiscoveryPark
ColmanPark
StanSayresPark
LeschiPark
GeneCoulonPark
AuburnNarrows
Hanging GardensState Park
Kanaskat PalmerRecreation Area
FosterGolf Course
FortDent
May Creek
Cougar Mountain RegionalWildland Park
Squak Mountain State Park
Lake SammamishState Park
Section 36 Park
MacDonald Memorial Park
Marymoor Park
Bellevue MunicpalGolf Course
Bridle TrailsState Park
MathewsBeach
RavennaPark
NorthAcresPark
Kelsey CreekPark
Mercer Slough Nature Park
RobinswoodPark
Coal Creek Park
Squak Mountain State ParkNatural Area
Beaver LakePark
SW 356th St
908DART
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El l i o t t
Bay
CommencementBay
Lake Washington
LakeUnion
GreenLake
LakeYoungs
AngleLake
PineLake
BeaverLake
PhantomLake
AmesLake
CottageLake
LakeBallinger
LakeMargaret
UnionBay
PortageBay
Steel Lake
NorthLake
LakeMeridian
LakeMorton
LakeSawyer
PipeLake
LakeLucerne
LakeWilderness
LakeRetreat
WalshLake
LakeDesire
SpringLake
ShadowLake
LakeKathleen
LakeSammamish
Puget Sound
Puget Sound
LakeBurien
HallerLake
Twin Lakes
Kent East Hill
Fairwood
Bryn Mawr
Skyway
White Center
RainierBeach
RentonHighlands
South Park
RainierValley
Seward Park
ColumbiaCity
NewportHills
Mount Baker
HarborIsland
Eastgate
Beacon Hill
West Seattle
Capitol Hill
Central District
Fremont
QueenAnne
Wallingford
Magnolia
Green LakeCrown Hill
Ballard
WedgwoodMapleLeaf
North Beach Greenwood
Lake City
Northgate
Bitter Lake
Kingsgate
Finn Hill
Alki
MadisonPark
Madrona
NorthCreek
HighlineCommunityCollege
RentonTechnicalCollege
South SeattleCommunityCollege
LutheranBibleInstitute
BellevueCommunityCollege
Seattle PacificUniversity
NorthwestCollege
LakeWashingtonTechnicalCollege
North SeattleCommunityCollege
ShorelineCommunity College
Green RiverCommunityCollege
Forest RidgeHigh School
ProvidencePoint
UW BothellCascadiaCampus
InternationalSchool
Mercer IslandHigh School
OverlakeSchool
LakesideHigh
School
St. FrancisCommunity
Hospital
Auburn GeneralHospital
Group HealthFederal Way
ValleyMedicalCenter
Group HealthRenton
HighlineMedicalGroup
West SeattleCommunityHospital
Group HealthRainier
VeteransMedicalCenter
ColumbiaPublic HealthCenter
Group HealthFactoria
Childrens Hospital &Medical Center
SwedishMedicalCenter/Ballard
NorthwestHospital Evergreen Hospital
FairfaxHospital
Health CenterNorthshore
Group HealthBothell
HighlineMedicalCenter
Pacific MedicalCenter - South
GroupHealth
EastsideHospital
Citizenship & Immigration Services
AuburnMunicipalAirport
Crest Airpark
RentonAirport
Seattle-TacomaInternational Airport
Boeing Field King County International Airport
Georgetown
WildWaves
AuburnSuper Mall
AuburnGSA SocialSecurity
EmeraldDowns
SouthcenterMall
FactoriaMall
PacificRaceways
MarymoorParkVelodrome
KentBoeing
Wineries
Totem Lake
South King CountyActivities Center
RentonDistrictCourt
Group HealthBurien
FederalDetentionCenter
SammamishHighlandsCenter
BathhouseTheater
JapaneseTea Garden
Terminal 30CruiseFacility
Commonsat Federal Way
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SR-520
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216
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251
221
248
238
249
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8
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6
5
11
3
7
1
9
10
0 .5 1 2
APPROXIMATE SCALE IN MILES
N
S
EW
Legend
1
1
710
500
KEY:(2B) Indicates location on mapBLUE Metro Transit routesBLACK Sound Transit routesPINK Community Transit routesYELLOW Pierce Transit routes
565
Metro Transit RoutesMetro Routes - Limited ServiceSound Transit RoutesCommunity Transit RoutesPierce Transit RoutesST Sounder Commuter Rail StationMajor Transfer Points
232
988
Fare Zone Boundary (Seattle City Limits)
DART Service Area (Dial-A-Ride-Transit)Parks
Transit Centers
Park & Ride Lots
Routes Serving Major Transit Facilities1
1
1
1
Transit Centers1 Auburn Transit Center (3H) 152, 154, 180, 181, 915, 917, 919, 564, 5652 Aurora Village Transit Center (2A) 301, 303, 331, 342, 346, 358, 373, 100, 101, 118, 130, 1313 Bellevue Transit Center (3C,3D) 230, 232, 233, 234, 237, 240, 249, 253, 261, 271, 280, 342, 885,
886, 532, 535, 550, 555, 556, 560, 564, 5654 Burien Transit Center (2F) 120, 121, 122, 123, 131, 132, 133, 134, 139, 140, 180, 5605 Federal Way Transit Center (2H) 173, 174, 181, 182, 183, 187, 194, 197, 901, 903, 402, 500, 501,
565, 574, 5776 Kent Transit Center (3G) 150, 153, 154, 158, 159, 162, 164, 166, 168, 169, 180, 183, 914, 916,
918, 952, 564, 5657 Kirkland Transit Center (3B,3C) 230, 234, 236, 238, 245, 251, 254, 2558 Northgate Transit Center (2B) 5, 16, 41, 66, 67, 68, 75, 242, 303, 345, 346, 347, 348, 555, 5569 Overlake Transit Center (4C) 222, 225, 229, 230, 232, 233, 245, 247, 256, 268, 269, 644, 997,
441, 545, 564, 56510 Redmond Transit Center (4C) 221, 230, 232, 248, 250, 251, 253, 265, 266, 291, 922, 929, 54511 Renton Transit Center (3F) 101, 105, 106, 107, 110, 140, 143, 148, 149, 153, 167, 169, 240, 342,
908, 909, 560, 564, 565
Park & Ride Lots1 All Saints Lutheran Church (2H) 152, 183, 1922 Auburn P&R (3H) 152, 154, 180, 9523 Aurora Village Transit Center P&R (2A) 301, 303, 331, 342, 346, 358, 373, 100, 101, 118, 130, 1314 Bear Creek P&R (4C) 216, 233, 251, 253, 266, 268, 269, 922, 982, 5455 Bethany Baptist Church (3A) 306, 312, 342, 3726 Bothell P&R (3A) 238, 312, 342, 372, 105, 106, 522, 5357 Brickyard Road P&R (3A) 236, 237, 238, 255, 257, 311, 342, 952, 532, 5358 Burien P&R (2F) 120, 121, 122, 123, 131, 132, 133, 134, 139, 140, 180, 5609 Calvary Christian Assembly Church (2B) 48, 64, 66, 67, 76, 79, 24210 Church by the Side of the Road (2F) 128, 170, 17411 Eastgate P&R (4D) 212, 217, 218, 222, 225, 229, 245, 247, 271, 272, 888, 890, 921, 926, 942,
988, 989, 554, 555, 55612 Evergreen Point Bridge P&R (3C) 167, 242, 243, 250, 252, 255, 256, 257, 260, 261, 265, 266,
268, 271, 272, 277, 280, 311, 982, 986, 424, 540, 545, 555, 55613 Federal Way/S 320th P&R (2H) 174, 177, 19414 Fifth Ave NE/NE 133rd St P&R (2B) 242, 24315 First Baptist Church of Renton (3F) 101, 107, 14316 Grace Lutheran Church (3C,3D) 261, 27117 Houghton P&R (3C) 245, 251, 254, 260, 265, 277, 342, 630, 952, 98618 I-5/NE 65th St P&R (2B) 48, 64, 66, 67, 73, 76, 242, 31619 Issaquah Highlands P&R (5E) 218, 269, 554, 555, 55620 Kenmore P&R (3A) 306, 312, 331, 342, 372, 644, 52221 Kent P&R (3G) 150, 153, 154, 158, 159, 162, 164, 166, 168, 169, 180, 183, 914, 916, 918, 952,
564, 56522 Kent/Des Moines P&R (2G) 158, 159, 162, 166, 173, 175, 192, 194, 197, 941, 57423 Kingsgate P&R (3B) 230, 238, 252, 255, 257, 291, 644, 93524 Lake Meridian P&R (3H) 158, 159, 168, 91425 Maple Valley P&R (5G) 143, 14926 Mercer Island P&R (3D) 201, 202, 203, 204, 205, 213, 216, 942, 989, 550, 55427 Newport Covenant Church (3D) 206, 207, 208, 219, 240, 245, 247, 92528 Newport Hills Community Church (3E) 114, 206, 219, 240, 92529 Newport Hills P&R (3D) 111, 167, 219, 247, 280, 342, 925, 952, 56030 North Jackson Park P&R (2B) 242, 243, 301, 303, 304, 308, 347, 373, 510, 51131 North Seattle P&R (2B) 5, 16, 41, 66, 67, 68, 75, 242, 303, 345, 346, 347, 348, 555, 55632 Northgate P&R (2B) 41, 66, 67, 24233 Northgate Transit Center P&R (2B) 5, 16, 41, 66, 67, 68, 75, 242, 303, 345, 346, 347, 348, 555, 55634 Ober Park P&R (Vashon Island) (1G) 118, 11935 Olson/Myers P&R (2E) 60, 113, 131, 133, 13436 Our Saviour's Baptist Church (2H) 179, 181, 187, 197, 901, 90337 Overlake P&R (4C) 222, 242, 247, 249, 250, 253, 261, 269, 44138 Preston P&R (6E) 209, 21439 Prince of Peace Lutheran Church (2B) 73, 30840 Redondo Heights P&R (2H) 190, 19141 Renton Highlands P&R (3E) 105, 111, 90942 Shoreline P&R (2A) 301, 303, 342, 358, 37343 South Bellevue P&R (3D) 222, 240, 886, 942, 550, 56044 South Federal Way P&R (2I) 196, 90345 South Kirkland P&R (3C) 220, 230, 234, 255, 256, 986, 54046 South Renton P&R (3F) 101, 140, 148, 153, 167, 169, 240, 247, 28047 South Sammamish P&R (1D) 216, 269, 927, 55448 South West Spokane St P&R (1D) 21, 22, 37, 56, 57, 8549 SR 18/Auburn-Blk Diamond Rd (3I) (car/vanpool)50 SR 908/Kirkland Way P&R (3B) 230, 23851 Star Lake P&R (2H) 152, 173, 183, 190, 192, 194, 197, 941, 57452 St. Columba's Episcopal Church (2H) 183, 19253 St. Margaret's Episcopal Church (3D) 206, 207, 208, 210, 219, 222, 240, 245, 247, 921, 92554 St. Thomas Episcopal Church (3C) 261, 27155 Tahlequah (Vashon Island) (1H) 11856 Tukwila P&R (2F) 150, 154, 161, 280, 94157 Twin Lakes P&R (1I) 179, 181, 197, 6158 Valley Center P&R (Vashon Island) (1G) 118, 11959 Vashon Heights P&R (Vashon Island) (1F) 118, 11960 West Valley Highway/Peasley Canyon Road (2I) (car/vanpool)61 Wilburton P&R (3D) 167, 243, 280, 342, 885, 952, 56062 Woodinville P&R (4A) 236, 237, 251, 311, 372, 522
Major Transfer Points1 Ballard (1C) 17, 18, 44, 46, 75, 812 Chelan Ave SW & SW Spokane St (1D) 21, 22, 37, 56, 57, 85, 1253 Evergreen Point (3C) 167, 242, 243, 250, 252, 255, 256, 257, 260, 261, 265, 266, 268, 271, 272,
277, 280, 311, 982, 986, 424, 540, 545, 555, 5564 I-405 & Coal Creek (3D) 114, 167, 247, 3425 I-5 & NE 65th St (2C) 48, 64, 66, 67, 73, 76, 242, 3166 I-90/Rainier Ave S Freeway Station (2D) 7, 7E, 9, 34, 42, 42E, 111, 114, 210, 212, 214, 216, 217,
218, 225, 229, 550, 5547 Kenmore (3A) 234, 306, 312, 331, 342, 372, 644, 935, 522,8 Lake City (2B) 41, 64, 65, 72, 75, 79, 243, 306, 312, 330, 372, 5229 Magnolia (1C) 19, 24, 31, 3310 NE Campus Parkway (2C) 25, 31, 49, 65, 67, 68, 70, 71, 72, 73, 74, 75, 372, 540, 55611 Rainier Ave S & S Henderson St (2E) 7, 9, 32, 34, 36, 39, 42, 48, 106, 107, 126, 98712 Renton Boeing (3E) 110, 240, 247, 342, 560, 564, 56513 Southcenter (2F,3F) 126, 128, 140, 150, 15514 South Spokane St & Busway (2D) 39, 101, 106, 150, 170, 177, 190, 194, 196, 590, 591, 592,
594, 59515 SR-520 & Montlake Blvd (2C) 25, 43, 44, 48, 167, 205, 242, 243, 252, 255, 256, 257, 260, 261,
265, 266, 268, 271, 272, 277, 982, 986, 540, 545, 555, 55616 UW/CCC Bothell (3A) 238, 251, 312, 372, 105, 106, 120, 121, 522, 53517 West Seattle Junction (1D) 22, 37, 51, 53, 54, 55, 57, 85, 128, 773, 56018 White Center (1E,2E) 22, 23, 54, 60, 85, 113, 120, 125, 128, 133, 56019 4th Ave S & S Spokane St (2D) 23, 32, 35, 123, 152, 174, 191, 280
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See UniversityDistrict Map
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See DowntownBellevue Map
on reverse side
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S N O H O M I S H C O U N T Y
Fauntleroy-Vashon-Southworth Ferry
Seattle-Bainbridge Island FerrySeattle-Bremerton Ferry
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Milton
Pacific
Auburn
AlgonaFederal Way
Covington
Kent
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Black Diamond
Sammamish
Kirkland
Tacoma
Burien
Way
N 175th St
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minister
Way
NE Ballinger Way
48th
Ave
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24th Ave NE
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NE Perkins Way
Bothell Way NE
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Magnolia Blvd W
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Dravus St
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Queen Anne Dr
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S Graham St
S Columbian Wy
S Dawson St
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Swift Ave S
Airport Wy S
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SW Admiral Wy63rd
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Des Moines Memorial Dr
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S 136th St
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SW 156th St S 156th Wy
S 144th St
24th
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Military Rd S Pacific Hwy S
42nd
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S 115th St
S Boeing Access Rd
S Norfolk StBeacon Ave S
S Bangor St
S Leo St
59th
Ave SBeacon Ave S
S Prentice St
S 114th St
Waters Ave S Rainier Ave S
S Henderson St
Renton Ave S
Renton Ave S
87th
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Powe
ll Ave
SW SW 7th St
Martin Luther King Jr Wy S
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Marine View Dr
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Pacif
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Military Rd S
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S 179th StS 180th St SW 43rd St
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DesM
oines Mem
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DrS1st
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Marin
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S 23 1st St Kent-Des Moines Rd
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Rd
Milita
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Pacif
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S Star Lake Rd
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S 304th St
Military Rd S
S 320th StS 320th St
S 308th St
S 312th St
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37th St NE
15th St NE
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SW 340th St35
th Av
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Hoyt Rd SW
SW 344th St
49th
Ave N
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45th
Ave N
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41st Ave NE
S 360th St
S
336th St
S 342nd St
Weye
rhaeu
ser
Way
S
15th St SW
Boundary Blvd
Algon
a Blvd
N
1st Ave S
Main St
Milw
auke
e Blv
d S
Pacif
ic Av
e S
3rd Ave SE
Ellingson Rd
A St
SE
37th St SE
D S
t SE
Mill Pond Dr
Oravet
z Rd
Lakeland Hills Wy
M S
t SE
29th St SE
21st St SE
F St
SE
17th St SE
C St
SW
R St
SE
Auburn Wy S
Auburn Enumclaw Rd
Dogw
ood S
t SE
Fir S
t SE
SE 320th St
Lea H
illRd
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8th St NE
4th St NE
E Main St
A St
SW
Aubu
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M St
9th St SE
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4th St SE
1st St NE
M S
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I St
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30th St NE
14th St NE
22nd St NE
Aubu
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124t
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112t
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112t
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S Ce
ntral
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Valle
y Fw
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West
Valle
y Hwy
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164t
h Av
e SEKent Kangley Rd
SE 260th St
SE 256th St
SE 248th St
SE 240th St
98th
Ave S
104t
h Av
e SE
James St
Canyon Dr SE97th Pl S
SE 267th StWood
land W
y S 104t
h Ave
SES 257th St
Reite
n Rd
109t
h Ave
SE
116t
h Ave
SE
112t
h Av
e SE
SE 234th St
SE 231st Pl
SE 223rd Dr
124t
h Ave
SE
SE 208th St
SE 272nd St
216t
h Av
e SE
SE 268th St
SE 267th St
180t
h Ave
SE
168t
h Pl S
E
169t
h Pl S
E
SE Wax
Rd
SE 262nd Pl
192n
d Ave
SE
Timberlane Wy SE
224th Ave SE
Lake Sawyer Rd SE
Morgan St
EnumclawBlack
DiamondRd SE
Maple Valley Diamond Rd
To Enumclaw To Enumclaw
SE 260th St
SE 263rd St
152n
d Av
e SE
140t
h Av
e SE
132n
d Av
e SE
SE 276th Pl
108t
h Av
e SE
116t
h Ave
SE
108t
h Av
e SE
S 212th St
84th
Ave
S
S 204th St
72nd
Ave S
South
cente
r Pkw
y
Ando
ver P
ark W
West Valley Hwy
SW 16th St
Ando
ver P
ark E
Strander Blvd
Interurban Ave S
65th Ave S
Lind
Ave
SW
Talbot Rd STalbot Rd S
S Puget Dr
S Grady Wy
116t
h Av
e SE
SE 168th St
SE 176th St
SE Carr Rd
SE 164th St
128t
h Av
e SE
140t
h Av
e SE
SE Petrovitsky Rd
SE Fairw ood Blvd
SE 176th St
156th Ave SE
Fairw
ood
Blvd
161st Ave SE
SE 192nd St
Royal H
ill Dr S
E
Lake Youngs Wy
126th Ave SE
Union
Ave
SE
SE 128th St
Renton Maple Valley Rd
SE 4th St 144t
h Av
e SE
SE 142nd St
SE 144th St
SE 134th St
LakeKathleen
D r SE
NE 7th StEdmo
ns A
ve N
E
NE 3rd St
NE Su
nset
Blvd
Monro
e Ave
NE
132n
d Av
e SE 13
8th
Ave
SENE 24th St
NE Sunset Blvd
Co al Creek Pkwy SE
S 115th Pl
Raini
er Av
e SHa
rdie A
ve SW
N Airport Wy
Loga
n Ave
N
N 3rd St
Park
Ave N
Sunse
t Blvd
NE
N 8th St
Garden Ave N
N 30th St
Park
Ave N
NE 27th St
110th Pl SE
Newcastle Wy
SE 60th St
116t
h Av
e SE
SE 75th Pl
SE 80thWy
SE 89th Pl
Newcastle Golf Club Rd
Co alCreek
Pkwy
SE 63rd St
Lake
mont
Blvd
SE
164t
h Ave
SE
SE 49th St
Some
rset B
lvd
SE All en RdSE Newport Wy
148t
hAve
SE
Highl
and
Dr
SE 38th St
150t
h Ave
SENewport Wy
150t
hAve
146t
hAveS
E
SE 44th Wy
W Lake Sammamish Pkwy SE
118t
hAve
SE
Richa
rds Rd
118th Ave SE
Facto
riaBlv
d
Coal Creek Pkw y SE
119th Ave SE
SE 26th St
SE Eastgate Wy
SE 36th St
SE 16th St
123r
d Ave
SE
161st
Ave S
E
148t
h Av
e SE
SE 24th St
168t
h Ave
SE
156t
h Av
e SE SE 14th St
Lake
Samm
amish
Pkwy
SE
164t
h Av
e NE
NE 8th St
140t
h Av
e SE
NE 4th St
145th Pl SE
SE 8th St
124t
h Ave
NE
128t
h Ave
SE
NE 2nd St
SE 7th Pl
Main St
Lake Hills Blv d
SE 68th St
SE 24th St
SE 27th St
78th
Ave S
E
SE 24th St
88th
Ave S
E
Island Crest WySE 40th St
Island Crest Wy
E Merce
r Wy
W Mercer W
y
106th Ave SE
108t
h Ave
SE
Bellevue Wy SE
112t
h Ave
SE
104t
h Ave
SE SE 8th St
Lake Hills Connecto
r
NE Bellevue Redmond Rd
NE 24th StNE 24th StNorthup Wy
116t
h Ave
NE
112t
h Ave
NE
100t
h Ave
NE
92nd
Ave N
E
Belle
vue W
y NE
NE 24th St
Every
green
Point
Rd
NE 8th St
84th
Ave N
E
96th
Ave N
E
98th
Ave N
E
Points Dr NE
78th Pl NE
NE Bellevue
Redmond
Rd
Northup Wy
148t
h Av
e NE
140t
h Av
e NE
NE 51st St
NE 40th St
WLake Sammamish Pky NE
180t
hAve
NE
130t
h Ave
NE
NE 60th St
108t
h Ave
NE
Lake
Wash
ingto
n Blvd
NE 68th St
Northup Wy
116t
h Ave
NE
Marke
t St
3rd
St
Central Way
State
St
6th
St S
112t
h Ave
NE
116t
h Ave
NE
NE 100th St18th Ave
Forbes Creek Dr
NE 85th St
124t
h Av
e NE
132n
d Av
e NE
NE 80th St
NE 70th St
NE Redmond Wy
154t
h Ave
NE
Leary W
y
166th
Ave N
E
NE 90th St
NE 85 th St
Woodinville Redmond Rd NE
NE 124th St
NE 104th St
NE 116th St
166th Ave NE
Avonda
le Rd N
E
NE Novelty Hill Rd
Redmond Rd
Avon
dale
Rd N
E
Bear
Creek
RdNE
172n
d Av
e NE
NE 128th St
178t
h Av
e NE
158t
h Ave
NEWoodinville Redmond Rd
NE 112th St
NE 124th St
100t
h Av
e NE
NE 132nd St
124t
h Av
e NE
132n
d Av
e NE
NE 132nd St120t
h Av
e NE
NE 145th St
NE 141st St
NE 132nd St
84th
Ave
NE
NE 155th St
NE Juanita
Dr
NE 122nd Pl
HolmsPoint Dr NE
97th
Ave N
E
NE 134th St
NE 137th St
68t
h Av
e N
E
80t
h A
ve
NE
88t
h Av
e N
E
61st
Ave
NE
NE 202nd St
NE 170th St
Simonds Rd NE
NE 190th St
NE 181st St
NE 195th St
NE 180th St
NE 191st St
NE Bothell Wy
102n
d Ave
NE E Riverside
Dr
NE 160th St
Juanit
a Wo
odinv
ille W
y NE
119t
h Ave
NE
Bric k
yard
Rd
NE 175th St
140t
h Ave
NE NE Woodinville Duvall Rd
Parad
iseLa
keRd
NE 175th St
NE 145th St
Woodinville Redmond Rd
NE 165th St
NE Woodinville Duvall Rd
NE Big Rock RdW Snoqualmie Valley Rd NE
Willows Rd
Slater
Ave N
E
Redmond Fall City Rd
NE Union Hill Rd
NE 76th St
185t
h
Ave
NE
180t
h Ave
N
E
Redmond Fall City Rd
NE A
mes
Lake
RdNE
Ames
Lake
- Carn
ation
RdNE
Sahalee Wy NE
Inglewood Hill Rd
212t
h Av
e S
ESE
43rd
Wy
E Lake SammamishPkwy
228t
h Av
e S
E
SE Lake Sammamish Pkwy
SE 20th St
IssaquahPine
LakeRd
NW Sammamish Rd
17th
Ave
NW Lake Dr
NW Juniper St
Newport Wy NW
12th
Ave
NW
E Sunset WySE Bush St
Newport Wy NW
Front
St 2nd A
ve N
E
2nd Ave SE
Issaq
uah
Hoba
rt Rd
NW Gilman Blvd
Renton
Issaq
uah R
d
SE May Valley Rd
Renton Maple Valley Rd
To SnoqualmieNorth Bend
SE Redmond Fall City Rd
Richmond
Beach Rd
100
th Av
e W
238th St SW
NW 205th St
244th St SW
Edmonds Way
NE 165th St
10t
h
Ave
NE
15t
h
Ave
NE
NE 150th St
NE 178th St Brookside Blvd NE
28th
Ave N
W
32nd
Av
e
NW
NW 205th St
244th St SW
73r
d A
ve
NE
NE 180th St
NE N Woodinville Way
Wood
inville
-Snoh
omish
Rd
Juanit
aWo
odin
ville
Wy
NE
NE Valley St
Main St
NE Big Rock Rd
Kelly
Rd
NE
NE 83rd St
NE 68th St
NE 8th St
NE Carnation Farm Rd
Tolt
Ave
Fall
City -
Carna
tion
Rd N
E
Presto
n - Fal
l City
Rd SE
W Fulton St
MLK J
r Wy
SW Genesee St
SW Avalo n Wy
84th
Ave S
E
152n
d
Ave
NE
Forest Dr SE
SE 84th Wy
Lake
Wash
in gto
nBlv
dSE
169t
h Av
e SE
SW Holden St
S 120th StGlendale Wy S
62nd
Ave S
64th
Ave S
Martin Luther King Jr Wy S
SE 51st St
12th
Ave N
W
Issaquah - Fall
City
Rd
NW Locust St
5th N
W
7th N
W
NW Maple St
NW M
aple
W Meeker St
W James St
Russell Rd 64th
Ave S
W Willis St
Was
hingto
n Ave
S Ce
ntral
Ave
Smith St
4th
Ave
N
144t
h Av
e SE
148t
h Av
e SE
A St N
E
Harvey RdD St
NE
O St
SW
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31 | 32
At the Bus Stop / System Map: Transantiago
The Transantiago system map uses color to distinguish between groups of routes
and arrows to show the direction the bus continues after an intersection.
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connect to main bus lines (trunks) which also intersect with the Metro system.
Each local area is given a different color so the lines that run from these areas are
distinguishable when they meet in the central areas. Trunk routes are represent-
ed with thick black lines. This makes a huge difference in the readability between
it and the King County Metro map. It does not show all streets in local areas, but
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King County Metro
At the Bus Stop / Destination Panel
The bus destination panel, in the Metro system, is the light board across the front
of the bus that is labeled with a route number and the final destination of that
route. There were no difficulties for riders I observed in identifying the proper
bus. Additional information could be added to confirm to the rider that they are
choosing the proper route. The London bus, for example, has a simplified route
with major stops listed along the side of the bus. This allows the rider to see at a
glance if their destination will be accessible by this bus even if their destination is
not the final destination of the route.
Madison Square
Trafegher Square
33 | 34
London, England
A panel along the side of the bus bet-
ter illustrates the bus’ route. Riders are
given more information to determine
the appropriate bus in case their final
destination is one of the intermediate
stops of the route. This also allows for
spontaneity in taking the bus as do
not need to plan ahead to get all the
information they need.
Trafegher Square
Picadilly Circus
Rupert Street
Baker Street
Clifford Street
Swiss Cottage
Finchley Road
GoldensGreen 13
At the Bus Stop / Suggestions
35 | 36
Real-time arrival signs would create a huge improvement in how informed the
rider is at the bus stop. Buses are often late. Because many bus lines have buses
arriving in 30 minute intervals, it is important for the rider to know the situation
of the bus. The rider wants to know 5 minutes passed the scheduled arrival time
if they should a) continue to wait for the bus, b) if they should find an alternative
means of transportation or c) go inside where they can stay warm. Though this
would be a costly addition, the information it provides would make a huge difference
from the rider’s perspective, allowing them to plan ahead based on current
information.
Route maps are extremely helpful, based on my experience using other
systems, and are not present anywhere in the King County Metro system. Displaying
route maps at the bus stops would allow riders to know exactly where the bus
will go before they board.
London
Both systems, among many others around the world, are equipped with real-time arrival information to show when exactly the next few buses will arrive. These signs are displayed around 8 feet above the ground and only show 3 - 4 upcoming arrivals.
Portland
There is a current system, called MyBus, which allows riders to text the
route number/s and stop number to a phone number of King County Metro.
Users then receive a text message within a few seconds that gives the current
arrival time of the requested bus/es to that stop. Many systems are equipped
with this information, but unlike those systems, Metro does not have signage for
it anywhere at the bus stop or in Metro literature. This is an extremely useful
feature but there is currently little evidence of its existence – only discretely on
the website. The phone number, stop number and bus numbers should all be
available to the rider at the bus stop and in the pamphlet for future reference.
Another helpful addition would be labeled bus stops. See pg 41 for sugges-
tions in the On the Bus chapter for further detail.
stop ID: 2378112:25pm Mon Apr 9
route next bus
48
68
71
74
12:18 2 MIN LATE 12:27 5 MIN LATEID: 23781 ID: 23901
view map
12:23 1 MIN EARLY 12:48 ON TIMEID: 25850 ID: 96785
12:22 2 MIN LATE 12:54 5 MIN LATEID: 65453 ID: 75645
12:34 ON TIME 1:07 2 MIN LATEID: 90987 ID: 34543
moreroutes
following bus
12:21
stop ID: 2378112:25pm Mon Apr 9
48 route map
back toarrivals
Stevens
Way
Northgate Transit Center
University of Washington
25th
Ave
NE
NE 75th St
Roose
velt A
ve
Bro
okl
yn A
ve
NE 92nd St
NE 45th St
NE 65th St
15th
Ave
NE
University Village
Northgate Mall
12:03
12:08
12:15
12:18
HUB
12:2112:21
BUS’ CURRENT LOCATION UPCOMING STOP WITH PREDICTED ARRIVAL TIME
12:24North
Cowen Park
Another idea for a real-time arrival system could be a digital interface riders could interact with. Inspired by the Senior Project of Esteban Irwin, a fellow student in the Industrial Design program, users could access information using a touch screen to see the arrival times of the next few buses and a visualization of the bus’ progress along its route.
Digital Real-Time Arrival Touch-Screen Interface (concept)
Step 3: On the BusVery little information is currently available on the bus. The
research I have conducted shows this is one of the biggest
sources of confusion for riders. When a rider boards the
bus, a huge portion of their vision is obstructed. They no
longer have a panoramic view of the city that one has
when standing in the urban landscape. They have two long,
but short strips of visibility on either side of the bus. This
low visibility is reduced further after sunset or when it is
raining (which happens often in Seattle). Though this has
much to do with the physical design of the bus, this plays
an important role in what information must be present
inside the bus.
The only information provided by Metro is more
Timetable brochures. These are placed in a holder near
the front of the bus. The only other way a rider can deter-
mine their progress along the route is either from prior
experience with the area or from attempting to read the
street signs as the bus passes. The street signs are not
designed for this however, and their size and placement at
intersections is not optimal for being read from inside a
moving bus, if they can be seen at all. It is obvious why this
part of the process would be the most anxiety inducing
for a new rider. Imagine being taken on a portal through a
city with a tiny viewing window and tiny indicators of inter-
section names are dispersed throughout the urban landscape.
The only way to make this portal stop at the appropriate
place is to hope to see some indication of the stop ahead
of time and pull a cord to alert the driver. Nothing within
this portal offers any assistance for creating a mental map
of the route being taken, except a person sitting in a booth
that mumbles something every 5 to 10 minutes.
This is where my biggest suggestion lies. It is
essential that the rider knows their position within the
city and how it is changing while they are on the bus. This
is the stage in the process where the rider has the least
amount of control. In the King County Metro system, it is
also the stage where the rider is the least informed. Yet
the rider is expected to know where they are and to anti-
cipate their stop with enough lead-time to alert the driver
before arriving at the stop.
Information Design Examined in this Chapter:
Timetable Brochure
Suggested Additions:
On-board Map which corresponds to Labeled Bus Shelters
41 | 42
On the bus / Suggestions
This is where my biggest suggestion lies. It is essential that the rider knows their
position within the city and how it is changing while they are on the bus. This is the
stage in the process where the rider has the least amount of control. In the King
County Metro system, it is also the stage where the rider is the least informed. Yet
the rider is expected to know where they are and to anticipate their stop with enough
lead-time to alert the driver before arriving at the stop.
One rider I observed was taking the bus to Pioneer Square. She had been there
many times before and used that route with frequency. She had never gotten off at
this stop before, however, and had never taken the route at night. When her friend
began to get anxious, the observee assured her that the driver would announce
Pioneer Square. After it seemed to be taking longer than it should have, she decided
to get off sooner rather than later and pulled the cord. We exited, but were unsure
of our location and of where Pioneer Square was from it.
An on-board map of the bus route would alleviate much of this type of confusion
for riders. Most Metro systems are equipped with such a map, but many bus systems
are not. This is most likely due to the fact that bus routes are longer with many more
stops, requiring more space to display the map. Even though the bus will not stop at
every stop every time, the map can be used as a reference tool accompanied by the
bus stop labels to surmise the current location of the bus. Also, the physical bus will
often change to another route, signifying that the on-board maps would need to be
easily removed from where they are mounted in order to change to a new route. The
map would need to fit into the long spaces along the top of the bus interior where
public service announcements are placed. There are frequently empty spaces or repeats
of advertisements so the space could be better utilized for this essential information.
A characteristic of the system would be icons created for major stops that
visualize a major landmark or trait of the neighborhood in which that stop is found.
I suggest this only for major landmarks because less popular stops, in suburban
neighborhoods for example, would not have something with enough visual signi-
ficance to distinguish it from other neighborhoods. This idea was inspired by the
Mexico City Metro which uses icons for every stop on each of its subway lines. This
would help the rider to form a mental model of the area they are in as well as
those they pass while on the bus, especially if those landmarks are not directly
visible from the route of the bus.
Mexico City Metro system uses icons to distinguish between stops and provide visual representation of a unique characteristic of that neighborhood
Another suggestion which is linked to the on-board map and is also a part
of the suggestions for At the Bus Stop is labeled bus stops. A large sign with the
name of the stop or the intersecting streets would be on the front of the bus
shelter as well as on the sides so it could be viewed by riders on the bus as well
as those approaching the stop by foot. These bus stop labels would also include
the icon used on the on-board map for major stops to create a continuity between
the inside of the bus and outside in the cityscape. This system would also allow
riders to track the bus’ progress along its route.
On-board Route Map (concept)
Northgate Transit Center
Transit Center Rdway & NE 103rd
Roosevelt Way NE & NE 92nd St
25th Ave NE & NE 75th St
25th Ave NE & NE 47th St
University Village University of Washington
Stevens Way & �Pend Oreille Rd
Stevens Way �HUB
Stevens Way �Health Sciences
Grant Lane & George Washington Lane
A smaller stop bus label without icon, only street intersection
Major bus stop with icon and name, street intersection written below
Labeled Bus Shelters (concept)
43 | 44
If all difficulties were known at the outset of the journey, most of us would never start out at all. Dan Rather
Step 4: Getting to Destination After Getting Off the Bus
Once the rider has exited the bus at their final stop the
Metro information system ends. It is not designed to
assist riders in getting from the final bus stop to their
desired destination. A rider could use the area maps in
Downtown Seattle to determine the location of their
final destination. However, if they do not know their
directional orientation (i.e. Northeast) or are
unfamiliar with the order of conventionally-named
streets (i.e. Pike, Pine) using the map would be more
difficult to determine which direction they need to
walk from where they are currently standing. These
area maps are only located at major bus stops
downtown, so riders with final destinations in other
areas in Seattle would have nothing to assist them in
finding it.
Adding wayfinding signage directing riders to major landmarks and
conventionally-named streets would help them find their way from
bus stops to their final destination. Though this is not technically
informing the rider of how to use the Metro transportation system,
it would create a more fluid transition from the bus to the rider’s
new location within the city. Helping the rider to orient them self
in the city would reduce the amount of stress involved in the overall
process. Even if the rider’s final destination is not one of the major
landmarks or listed streets, the signage will help them to create a
mental map of their location within the city and to surmise the
location of their actual destination.
New York City has a signage system that informs pedestrians
of exactly this. Each panel is designated to either landmarks or
street signs with arrows indicating the necessary direction of travel.
Signs similar to these could be placed near bus stops to assist the
rider in the wayfinding process.
Wayfinding signage does not have to be on vertical structures.
As shown here at BaseBRU, an interactive science museum in
Belgium, directional graphics can be applied to the ground. This may
not hold up as well when the graphics are exposed to the elements,
but could be useful for temporary signage to annual events happening
periodically in the city.
Getting to Destination / Suggestions
BaseBRU Interactive Science Museum, Belgium
New York City directional maps
47 | 48
To orient oneself in the proper sense of the word, means to use a given direction — and we divide the horizon into four of these — in order to find others, and in particular that of the sunrise... I can now extend this geographical concept of the process of orientation to signify any kind of orientation within a given space, i.e. orientation in a purely mathematical sense... Finally I can extend this concept even further if I equate it with the ability to orientate oneself not just in space, i.e. mathematically, but also in thought, i.e. logically. Immanuel Kant
Making a TransferMetro provides little information for riders who are making a transfer. It must be apparent to the
rider that they need to relocate to catch another bus once they have exited from the prior bus. If
their bus arrives at the same stop where they exited the first bus it is clear because route numbers
are listed at the stop. However, if the rider must go to another stop, this immediately becomes
more difficult, especially if the rider is unfamiliar with the area. Even if the rider were able to
determine the intersection of the bus stop from the system map, the rider would not be able to
determine from the provided information which direction the stop is from where they are.
Information Design Examined in this Chapter:
Paper Transfer
Suggested Additions:
Area Map
Directional Signage to Common Destinations and Bus Stops
Making a Transfer / Paper Transfer
49 | 50
The only information provided by Metro that is specific to
making a transfer is that which is shown on the paper
transfer slip. The date and time of expiration are displayed
through an unusual diagram of time. The hour is listed
vertically on the left in either the AM or PM section, while
the minute (either at the hour or half passed) is listed
vertically on the right. The original mode of indicating
ex-piration was for the driver to punch holes over the
numbers of the expiration time. Now, however, drivers rip
the transfer in a diagonal line leaving the latest hour and
minute that the transfer is still valid. On top of asking riders
to adapt to a new representation of time, the meaning
of the angled rip is not immediately obvious to riders. The
severe angle often required for certain times of the day
makes it difficult for drivers to rip the transfer in the appropri-
ate position. This often results in an ambiguous indication
of the expiration time because part of a number will be ripped
off. The date of expiration is not indicated on the Metro transfer.
LA metro has a clearer design of their transfer slips. A
calendar of the current month and an analogue clock
diagram are used to indicate day and time of expiration. The
driver punches holes on the calendar and clock, the clock
requiring a hole on the hour and on either 20 or 40 minutes
past the hour. 20 or 40 minutes past are listed twice within
the center of the clock diagram, once in the AM half and once
in the PM half.
Using clearer and more familiar representation of time
and date that riders are not forced to interpret, but is
intuitive instead. This creates less confusion and the rider
is aware of exactly when the transfer is no longer valid.
Also, more information should be detailed on the back for
how exactly the transfer works as a form of payment
(i.e. show this slip to driver upon entering/exiting the bus),
how many transfers can be made within the time frame
and what to do if the transfer expires mid-travel.
This is an unconventional diagram of time, forcing the rider to first interpret it before understanding what it represents
Eye must look to three different places to read the time
The purpose of this dividing bar is confusing, these hours are still in the PM time period
Mechanism for driver to distinguish the proper transfer for that day
Drivers rip the transfer to show the time of expiration, but many riders do not understand the meaning of this tear
8:30
A M
King County Metro
Analogue clock diagram is a familiar representation of time
The minute after the hour diagram also tells if the time is AM or PM
Calendar diagram with month and year label create a familiar diagram for date of expiration
Additional information should be shown
at the bus stop to assist travelers in
locating transfer points/ other bus stops.
The suggested signage mentioned in the
Getting to Final Destination chapter could
also direct riders to nearby bus stops.
The signage could also list the intersections
where the bus stops are found with the
routes serving them.
Making a Transfer / SuggestionThough painfully obvious to experienced riders, this label (which is not present on that of KC Metro) could be helpful to a novice rider
LA Metro
New Prototype Signage
Prototype signage was put out on 4th and Jackson in downtown Se-
attle to test the new design. The design changes were in the appear-
ance of the bus stop flag. No changes were made to the design of
the schedule of arrival times, which was one of the biggest problems
with the information shown at the bus stop. Nor was an area map
added which would have added more helpful information.
The changes made were mostly aesthetic, though inclusion of
the final destination of the route as well as main areas accessible
next to the route number are helpful. Also, this aesthetic will help
the bus signs to be more identifiable among the environment of
streets signs in the urban landscape.
The grid system used to display the route numbers is similar to
the London bus system.
51 | 52
Route numbers are now larger and ar-ranged in a stronger grid, similar to the London system, with arrival times below.
Final destinations, local or express, and main streets accessed accompany route numbers
Prototype Signage
Bus stop is labeled with intersection
Airport and street car connection icons
It is unlikely that there would be a budget for all of these suggestions to be imple-
mented at the same time. Though all of these suggestions could make major
improvements in the usability of the system, some would be more impactful than
others and would take higher priority in the implementation process.
By far the biggest source of confusion for riders was the lack of information
once they boarded the bus. Riders are expected to anticipate their stop without
any indication of where the bus stops along the route, where the bus currently
is and which stop is next. Therefore, the most important of my suggestions is the
on-board bus map. Even users familiar with a route may not know which stop is
closest to their final destination and riders with little to no experience with the
route or area would be extremely confused. Thus listing all stops along the route
inside the bus will provide much-needed information where none was present
before.
However, through my research I have also found that at this point there is
not a refined solution for bus system on-board maps. As stated before, there is a
fundamental difference in the experience of the bus system compared to the
subway system. The subway system has a highly refined, usable system of repre-
sentation for the on-board map. The route is highly stylized with labeled dots
representing each stop, often meaningfully-placed so that the distances apart
represent the amount of time required to travel between. Subways always stop
at every stop. Bus routes, on the other hand, are different everytime. On top of
the variance between express and local or the span between arrival times, the
Summary & Conclusion
bus only stops when there is a request from a rider on board or when someone is
waiting at the stop. Therefore, a form of representation for the on-board map
must be able to represent these changes in routes. A digital on-board map would
be far more capable of this type of representation than a printed map. This
realization lead me to an idea of a more integrated system of digital information
that could become a highly involved interaction design problem. I arrived at this
idea at the culmination of my Capstone Project, so I am putting this idea into the
form of a project proposal for future research. See Project Proposal to the right
for more detail.
The public transportation system is an incredible resource available to the
public. It allows citizens the freedom to get around the city without a personally-
owned vehicle at an economical price. It also provides an opportunity for people
to make less negative impact on the environment. Additionally, it takes the stress
and responsibility of driving away from the riders, allowing commute time to be
utilized for other activities (i.e. listening to music (on headphones, of course),
preparing paperwork, reading, sleeping). There is a plethora of benefits from
riding the bus. Once a rider has become familiar with a route, taking the bus
becomes a relatively easy task. Getting riders to take the initial step of learning
the system, however, is a difficult task. Providing the appropriate information to
riders in a clear manner is crucial in allowing them to learn the system and for
providing a relatively low-anxiety first experience with the system. My research
has strengthened my hypothesis that improving the information system will
create an easier experience for riders either new to the system or to a route.
Future Project Proposal
The problem: Representation of an Inconsistent Route
The biggest source of confusion for riders is being able to track the bus along its route and anticipate the appropriate bus stop while they are on the bus. This confusion is due to a lack of information showing how the bus is progressing along its route. But how can the route of the bus be represented and the next stop conveyed to riders if the next stop could be different every trip? A printed route map is possible, but has its limitations. Information is not adequately communicated to riders for anticipation of the next stop if the bus may not be stopping there. The stops also change if the bus changes from a local to express route. Not only is this a problem of showing which stop is next, but also when the bus will arrive there. There are variables which can deter the bus’ progress along its route, namely the traffic situation and the number of riders (and therefore stops made). In fact, it is rare that the bus ever arrives exactly at the time printed on time tables. A digital route map displayed on the bus could be used to represent the route and show the changing position of the bus. This map would be linked to the system used to show the front destination panel of the bus, so when one changes, so does the other. This problem could easily become a very involved interaction design problem. Riders could input information at the bus stop or on the bus, telling the system where their final destination is and activating an alert to tell them when to exit the bus. This information input by riders could also factor into the system for calculating real-time arrival (more riders = more delays). Could it be possible for the system to then evolve to solely real-time arrival information? How could riders access real-time arrival information from home, from the bus stop and on the bus? In what form? Instead of having pre-determined times, could this information be available to enough people to no longer rely on printed arrival times? This could also lead to more efficiency in the system. Instead of buses pacing themselves to make sure they arrive at time points at the appropriate times, the constant update and broadcast of real-time information could allow buses to continue along the route at their pace, and then circle back through the route more quickly. This would result in a constantly evolving, updating system which responds to the volume of use. This idea could be used in a future Capstone project. I intend to develop this idea further as a supplemental element to the research found in this book.
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