Spatial Multimedia Representation of Chicago Transit Authority Rail Infrastructure

Shiffer, Chakraborty, Donahue, Garfield, Srinivasan, McNeil 1

A Spatial Multimedia Representation of the Chicago Transit Authority’s Rail Infrastructure

Michael ShifferVice President, Planning

Chicago Transit Authority120 N. Racine

Chicago IL 60607Telephone – 312 773 7000 x6760

Arnab Chakraborty, Beth Donahue, Graham Garfield, Ramakrishnan SrinivasanResearch Assistants

Great Cities Urban Data Visualization LaboratoryUniversity of Illinois at Chicago (M/C 357)

412 S. Peoria St, Suite 340Chicago IL 60607

Telephone - 312 996 9818Fax - 312 413 0006

Sue McNeil (Corresponding Author)Director

Urban Transportation CenterUniversity of Illinois at Chicago (M/C 357)

412 S. Peoria St, Suite 340Chicago IL 60607

Telephone - 312 996 9818Fax - 312 413 0006

Email - [email protected]

Prepared for the Transportation Research Board Annual MeetingWashington DC

January 2003

November 14, 2002

Word Count = 5381 +figures and tables (7*250) = 7131

TRB 2003 Annual Meeting CD-ROM Paper revised from original submittal.


ABSTRACT

As key decisions are made regarding the capital infrastructure programs at the Chicago Transit Authority,there is frequently a need to relate maps to mental or physical images of the built environment. Multimediatools have evolved to the point where such queries can be addressed using off-the-shelf software combinedwith innovative development techniques to achieve powerful results. This paper describes a spatialmultimedia system developed for the Chicago Transit Authority. Such spatial multimedia technologies havethe ability to integrate spatial representations of existing or proposed urban environments with qualitativedescriptions by linking maps to static and dynamic images.



INTRODUCTION

Chicago Transit Authority (CTA) has experienced increased ridership on the rail system for almost five yearsin a row. Much of the rail system is over 100 years old and in need of rehabilitation. It is operating at or nearcapacity. As CTA moves forward with major capital programs, it is vital for all parties involved to be able tofully understand the condition of the system’s infrastructure in both a detailed sense (for engineering support)and in a general sense (for executive level decision making and discourse.) Elected officials, keystakeholders and other interested parties need access to detailed information on the characteristics, conditionand health of the built environment. The system described here is designed to support executive leveldecisions and discussion through the spatial representation of such information and visual images of the builtenvironment. Furthermore, the same technology fills a critical need in areas where the CTA mustcommunicate the value and benefits of potential new major infrastructure investments.

Spatial multimedia systems integrate video, sound and text with maps to facilitate discussions of built andnatural environments. They have been implemented in a variety of academic and professional settings (see,for example (1), (2), (3), (4), (5) and (6)). Implementation of spatial multimedia provides new opportunitiesfor sharing and understanding transportation information (7, 8). It can provide an opportunity to understandtechnical data or visual/aesthetic information about transit systems in an easy to see and understand format.Through visualization we represent the Chicago rapid transit system infrastructure using linked digital video,panoramic photos, aerial photographs, and track and route maps, in a way that could not be accomplishedwith simple still photographs.

BACKGROUNDSpatial multimedia helps to support a shared vision of an urban area. This has evolved from the panoramicphotos of urban landscapes in the early 1900s to vehicular mounted motion picture cameras from the earlydays of film in the same era as illustrated in Figure 1. It has also included mid-century interpretation of aerialphotos for military intelligence and later urban planning purposes and post-WWII time-lapse studies ofpublic spaces (9).

One of the earliest practical applications of spatial multimedia involved analog video disks that werepopularized in the 1980s by Pioneer’s Laserdisc system. Applications such as the BBC Domesday Disk (10)and the “Aspen Disk” developed by the MIT Media Lab (11) provided early examples of how computercontrol of a video disk machine could provide virtually instant access (frequently under 1second) to any oneof 54,000 images. Connecting more than one disk player to the same computer could provide still greatercapacity. In some cases, such as with the St. Louis Riverfront project (5), a relevant video frame on the diskwould be accessed through a look-up table or database that would relate a selected coordinate on a map withthe associated video frame(s). Sometimes more than one frame would relate to a single location such aswhere images would be available to allow the user to view a site from several different perspectives (or atdifferent points in history).

Video disk technology was particularly adept at allowing a user to access information through thenavigational metaphor. This is largely due to the technology’s design for the playback of motion pictures atvariable speed.

A technology that rapidly began to supplant the use of conventional video disks was the capacity to storelarge quantities of images on computer-readable media. This was made possible by low-cost advancementsin image compression, hard disk (and other high speed storage device) capacities, and effective mechanismsfor the capture and subsequent transfer of high quality images into standardized digital files. Thus it hasbecome unnecessary to have a customized hardware configuration of a video disk to display the images andmaps that support visual surveys of the built environment.



In the early 1990s several “standards” for digital motion video files began to arise. These included (amongothers) the Motion Picture Expert’s Group (MPEG) standard, Apple’s Quicktime, and Microsoft’s Video forWindows . These file formats allowed significant space savings due to compression algorithms. They alsohad the capacity to allow for a variety of playback speeds and control mechanisms. This, combined with acapacity to rapidly access still frames from within a motion picture file, made it possible to effectively mimicthe functionality of a video disk machine entirely within software.

Visual Navigational Aid Techniques

Some of the earliest implementations of spatial multimedia technology involved visual surveys of the builtenvironment. In concept, this activity can be simply be supported by linking images to locations on a map.The relationship between image and map can support several methods of “browsing”. For example, a visualsurvey can be geographically driven by allowing the user to view an associated image by selecting a locationon a map; or it can be navigationally driven by allowing the user to “move” through a sequence of images(that may or may not be animated to give one the illusion of actual travel). Stopping at a specific site couldhave the effect of displaying the relative location of the associated map. More sophisticated visual surveyscould be created to be content-driven by allowing the user to query a database (or do a hypertext search ofthe textual annotations described above) that would yield both the appropriate images and their relativelocations highlighted on an associated map.

To better understand an area under study, (using visual navigation techniques); it may be necessary to view itfrom several different perspectives. Several types of video shots can be linked to a map for conducting avisual survey. Three types that have been commonly used through the years include fixed position, 360-degree axial view digital nodal video, and navigation.

1. Fixed PositionFixed position shots allow the user to view a video clip of a particular site from a fixed camera angle. Thesecan be symbolized on a map as arrows that match the direction of the camera’s angle. Sites can be viewedfrom several different angles that allow the user to “switch” perspectives the same way a television directorcan switch cameras to show different angles of a sporting event. Fixed position imagery is useful for studiesof movement such as with automobile traffic, pedestrian flow, and time-lapse studies of public space usage.

2. Digital Nodal VideoThe nodal video image allows the user to see from a fixed vantage point a 360- degree axial view. Theseviews are useful for illustrating the environment surrounding a particular location. They allow the user tozoom, pan to the left or right, and tilt up and down. This offers additional views of what is beyond thecamera by allowing the user to look around at a surrounding area while “standing” at a single location. Thisis useful for analysis of relationships between elements of "place.” It has been popularized with QuicktimeVR® and LivePicture® file formats.

3. Navigational SequenceNavigational sequences show users what it would be like to walk, drive or fly through a study area. They aredesigned to aid visual navigation by enabling the user to view a geographic area from a moving perspectivesuch as that experienced when traveling through a region. Navigation images may be represented on a mapas linear symbols that represent the routes available to the user. They are designed to aid visual navigation byenabling the user to view a geographic area from a moving perspective such as that experienced whentraveling through a region.

OVERVIEW OF THE RAIL INFRASTRUCTURE SYSTEM

The Chicago Transit Authority’s rapid transit system, commonly known as ‘the “L”’, consists of seven heavyrail lines built between 1892 and 1993. The “L” serves the City of Chicago and six suburbs running onelevated, subway, grade-level, and expressway median rights-of-way. The Chicago Transit Authority (CTA),

TRB 2003 Annual Meeting CD-ROM Paper revised from original subm


a state-chartered metropolitan transit agency, currently operates the "L" system. The CTA is a semi-autonomous public agency, since 1947. Prior to 1947, private companies operated the CTA rail system(12,13).

The CTA Rail Infrastructure System is a representation of the Chicago rapid transit system infrastructureusing linked navigational sequences, digital nodal videos, aerial photographs, and track and route maps. TheCTA Rail Infrastructure System was developed by the Great Cities-Urban Data Visualization Lab (GCUDV)in the College of Urban Planning and Public Affairs (CUPPA) at the University of Illinois at Chicago (UIC)for the CTA.

The system consists of QuickTime™ movies of the "L" right-of-way, as viewed from the motorcab of a rapidtransit train, split into station-to-station segments. These movies are linked to track maps of each line inAdobe Acrobat™ that serve as the navigation environment. Also included in the system are digital nodalvideos of several key stations and track maps of every rail yard.

The user navigates through the system by clicking on the feature of interest. Navigation proceeds from thegeneral (for example, a complete line) to the specific (for example, a view of the entry point to a station.)The opening screen provides as overview of the system and the user can select a specific line. Figure 2shows the representation of the Brown line, one of the seven rail lines, at its maximum extent of zoom-out.This gives the user an overview of the entire line in relation to the rest of the system (shown in gray) and alsolets the user see which stations on the line have digital nodal videos available (denoted with red boxes). Thebookmark bar on the left provides another method for quick navigation to the different lines and mapsavailable in the Infrastructure System. The user can choose to focus on a specific section of track byselecting the Zoom In tool in Acrobat™ and either clicking on the map or drawing a box around the areathey wish to zoom to.

Figure 3 shows a zoomed-in view of a specific section of track, in this case the vicinity of Fullerton stationon the Brown Line. Four thumbnails each represent a movie file that shows the right-of-way and surroundingenvironment between the stations. The user can then view station-to-station navigational sequences byclicking on the video thumbnail between the desired stations (and positioned next to the track the footagewas shot in), or view an aerial photograph of a station by clicking on a station name.

An example of a typical station-to-station movie, zoomed in, is shown in Figure 4, in this case northboundbetween Southport and Paulina stations. The bar at the bottom of the movie window allows the user tocontrol the playback of the movie, permitting the individual to stop playback, rewind the footage, andprogress it on a frame-by-frame basis. These navigational sequences are activated simply by clicking onthem with the cursor, but can be slowed, stopped, or moved forward or backward frame-by-frame using themouse and “playback bar” displayed at the bottom of an active movie, or by using the return and arrow keysin the keyboard.

Digital nodal videos are displayed by clicking on those station names with red boxes around them, as seenaround Fullerton in Figure 3. Each station environment typically consists of an overview aerial map of thelocation, with icons showing the locations with 360-degree nodal videos. Once an icon is selected, the user istransported to that location and is “standing” in that spot. The user can zoom in and zoom out from anyimage and navigate around an environment by using the navigation tools in the software as shown in Figure5. This screenshot shows a typical digital nodal video environment. Here, the southbound platform atFullerton station looking north is shown. By clicking and holding the mouse button and dragging the cursor(seen in the center, next to the smoke stack) from side to side, the user can move in 360 degree circle“standing” in this location. The user can also zoom in and out by using the plus and minus buttons in thebottom left corner. The two multi-colored icons seen in the environment are “hotspots”. Clicking on onetakes the user to a new location in the station environment. The location of the icon roughly correlates withwhere the user will be transported. For instance, by clicking on the icon on the right, the user will be taken to



that point on the opposite platform. An icon on a door or stairway takes the user through that portal to a newroom or floor, and so on. Multi-colored icons in the environment, seen in Figure 5, show other locations withdigital nodal videos adjacent to where the user is and by clicking on one of these icons the user “moves” tothat new locale within the station facility.

All of this can be run on a computer using either Windows or Macintosh operating systems with Acrobat™and QuickTime™, both of which are available free from their manufacturer's web sites. This makes thesystem easy to distribute and cost-effective to use, since no costly software purchases or time-consuminginstallations are necessary. Recognizing that different users have access to different media we havedeveloped the system for three different interfaces.

The first one, a DVD version, was intended for presentation purposes. The interface is shown in Figure 6.The images, their graphical representations and videos in this format are seen at the highest resolutions andquality. This version of the system can be used for quick viewing on a computer or television using anordinary DVD player allowing it to showcase a project or promote a system characteristic. The varioussoftware used for this version are iDVD® and DVD-Pro. The creation of the DVD was very complicated andwhile the results are high quality and visually appealing, it lacks the maneuverability that the other versionshave.

The second version is an Adobe® Portable Document Format™, in the form of .pdf files. It involved creatingan interface in Adobe® Acrobat® where the different aspects of the infrastructure system (as shown inFigure 2, Figure 3, Figure 4 and Figure 5) were arranged as different pages in the document and each page,wherever needed was linked to their respective files (.mov, .jpg etc.). This version has been loaded on CTA’sintranet and requires no specialized software or hardware.

The third version is a website (.html) that would provide easy access to information via any Internetconnection. This version had the smallest files sizes with least resolution possible. Some images andnavigational sequences were still maintained in higher resolution so that they could be downloaded to auser’s computer and then viewed. This maintains flexibility and ease of access. This version was supposed tobe directly accessible to CTA customers and public in general, but this has been under review since‘September 11th’. The interface is shown in Figure 7. The website, since it has been developed from alayman’s perspective has a very intuitive navigation pattern. To preserve consistency among the differentrepresentational media the .html has much the same look as the DVD.

SYSTEM DEVELOPMENT

The creation of the CTA Infrastructure System was a multi-step process that brought together visual datacollection and conceptual brainstorming for the style and appearance of the data navigation. Thedevelopment of the system spanned a period of a few months. The initial phase of the project involvedcollecting the raw data that we used in the system, namely navigational video and digital nodal video shots ofselected locations. The first steps included gathering the visual data, which meant shooting video footage ofevery CTA rapid transit line in both directions and shooting numerous carefully-setup photos at the stationsfor which the digital nodal video environments were to be created. Each step in this process for creating thepdf version of the system is outlined below. The first five steps are common to all three versions.

Step 1:Shoot video using a digital video camera on a tripod out the front window of a CTA rapid transit train on alllines of the system in both directions. This work was done in cooperation with CTA Rail Operations, whoarranged for GCUDV lab personnel to be in the motorcab of certain regular in-service runs. A high-qualityCanon 3CCD Digital Video Camcorder was used to shoot the footage.Step 2:



Download the footage from the camera into a computer using a FireWire™ connection directly from thecamera. FireWire™ is a peripheral standard developed by Apple® and is available on all AppleMacintoshes™. This provided not only ease-of-use, but also minimized any loss of resolution or quality.Transferring data at up to 400Mbps, FireWire delivers more than 30 times the bandwidth compared with theUSB peripheral standard. The footage was then down sampled and changed to the desired resolution andframe speed to save disk space. Since the video shot was of a very high quality, it had to be processed to alower resolution so as to fit all of the navigational sequences in the least amount of space possible withoutsacrificing quality. We used Adobe Premiere™ running on an Apple Macintosh G4™ for this purpose.

Step 3:Take a series of photos using a digital camera on a tripod in a 360-degree field with a 30% overlap to createdigital nodal videos. The photographs are shot from left to right till the initial point is reached. The numberof photos that one would have to shoot for a single nodal view is 10. However for indoor shots the photos areshot vertically to get the height perspective. The average number of photos needed in such a case is 14photographs. Photographs are shot at a resolution of 1024 by 768. This process is repeated at all desiredlocations.

Step 4:“Stitch” the photos together, overlapping the duplicate parts of the images and connecting certain basepoints, to create a seamless 360-degree image. VR Worx 2.0™ is used to do the stitching and the files aresaved as QuickTime™ movies. VR Worx™ also offers the option of placing links on these digital nodalvideos to other nodal videos. This option can be used to move virtually from one place (scene) to another byclicking on an object on the scene (for example, clicking on a doorway would take you inside a room). Thedigital nodal videos are then saved as QuickTime ™ files.

Step 5:Obtain track maps and aerial photos from the CTA to create a navigation environment. The track maps are inIllustrator EPS format and the aerials were JPGs. To maintain a consistent environment the .EPS files and.JPGs are converted into Adobe Acrobat™ files (.pdf)

Step 6:Arrange the track maps in a single PDF file for system navigation and link the aerial photos of the system tothe track maps.

Step 7:Create a file directory system for the QuickTime™ movies and digital nodal video files and maintain as aself-contained file hierarchy to facilitate easy distribution of the project.

Step 8:Link, link, LINK! All the QuickTime™ movies, digital nodal videos, and aerial photos were linked to thetrack maps, corresponding to their place on the CTA rapid transit system. This is the most time consumingpart of the process after data collection. A multimedia system consisting of navigational sequences of therapid transit right-of-way, as viewed from the front of the train, split into station-to-station segments. Thesenavigational sequences are linked to track maps of each line in an Adobe Acrobat file that serves as thenavigation environment. Also included in the system are 360-degree digital nodal videos of several keystations and track maps of every rail yard.

The end product is a representation of the Chicago rapid transit system infrastructure using navigationalsequences and nodal videos, coupled with track and route maps.



SYSTEM USERS AND IMPLEMENTATIONS

There is often a need to visualize the built environment at various locations throughout this system by bothCTA personnel and contractors associated with CTA's various capital improvement projects. The RailInfrastructure Multimedia System facilitates this visualization.

Visualization presents an•Opportunity to share and understand transportation information• Aids interpretation of technical or visual/aesthetic information about transit systems• Provides an easy to use and understand interface• Integrates a variety of representations

This multimedia representation of the CTA system is designed for different types of users and for manydifferent purposes. The CTA is currently engaged in a number of capital improvement projects and plans tobegin several others in the near future, including the Douglas Branch Rehabilitation. For CTA personnel, thissystem allows the user to view the current environment surrounding the "L" right-of-way, understand thegeneral look, feel, and design of these rights-of-way, and to view of area surrounding each station. Thosestations that have digital nodal videos have additional visual data about the layout, design, and atmosphere ofthose locations. This allows the CTA user to view a specific part of the system, without making a site visit, toassist that individual in decision-making and plan analysis. For non-CTA personnel and those not familiarwith the CTA rail system, the above uses also apply. But, these individuals can also get a good overview ofwhat using the "L" and being on the CTA rapid transit system is like. The CTA Rail Infrastructure Systemcan thus act not only as a decision-making assistant, but also as a primer for newcomers to the CTA "L"system.

The system was presented on several occasions to groups of employees, interns, and construction personnelat CTA. The system has been used for display purposes at internal meetings and to great effect at inter-agency meetings between CTA and city agencies. This visual tool is very useful to clarify points indiscussions and resolve queries about the rail system. The consultants working on capital planning and therehabilitation of the Blue line have also used the product at internal meetings. The alderman representing the47th Ward (where the Brown line rehabilitation is taking place) has received a CD with files pertinent to theBrown line rehab. To date, it has not been shown at public meetings. Although many employees at CTA haveseen the footage, relatively few people have direct access to it.

SYSTEM USE

Many departments are responsible for decisions regarding maintenance, rehab, and planning of the railinfrastructure. We want the multimedia product to be viewed, used, analyzed, and evaluated by a diversegroup of users. This group will include those at the executive level- president, vice presidents, and generalmanagers –as well as support staff from planning, information management, facilities maintenance, graphicsand design, traffic engineering, schedules, data services, real estate, strategic planning, construction services,communications, and engineering departments. Including staff from many different departments will give usthe diverse, well thought out responses we need to evaluate our product. It will also result in more integrateduse of technology and greater support when management and support staff are fluent in its uses. We haveinstalled the product on several computers. Many of CTA’s government-issued computer hard drives are toosmall for such a memory-intensive multi-media product as the .pdf version. Also, relying on laptops forpresentations is risky because navigational links fail due to different software programs. If this continues tobe a problem, we may install a less memory intensive version web version that can be accessed via thenetwork by all users and another version to be used during presentations.

For CTA personnel, this multimedia system allows the user to• View the current environment surrounding the rail right-of-way• Understand the general look, feel, and design of these rights-of-way, and



• View of area surrounding each station. (Those stations that have digital nodal videos have additionalvisual data about the layout, design, and atmosphere of those locations.)

This allows the user to view a specific part of the system, without making a site visit, to assist that individualin decision-making

For non-CTA personnel and those not familiar with the CTA rail system, the previous uses also apply. But,these individuals can also get a good overview of what using the "L" and being on the CTA rapid transitsystem is like.

SYSTEM EVALUATION

The system was designed to be easy to use and flexible. Specifically, the system:• Can be run on a computer using either Windows or Macintosh operating systems• Uses Acrobat and QuickTime, both of which are available free from their companies’ web sitesAs the software is platform and software independent, the system is easy to distribute and cost-effective touse.

Because of the great amount of time spent acquiring, digitizing, and creating the different multimediaversions of CTA’s infrastructure it is important to find out if these resource intensive methods are beingused, to what extent, and with what outcome(s). To achieve a thorough evaluation of the system as avisualization tool, we will ask users to complete surveys and respond to follow up interviews. Persons frommany departments affect the planning process so we will ask a diverse group of users to rate the product’susefulness, its persuasiveness, and how it can be improved. The combination of survey and interviews willgenerate much brainstorming on what users consider ‘hot button’ visualization issues. This method ofevaluation will also provide us with a great deal of ‘what ifs’ and ‘if only’ questions for the possibilities forfuture creations and / or adaptation of multimedia tools for the CTA.

We have surveyed five users of the system and followed up with three interviews. Some have used thesystem only once, while others have used it more often. All persons interviewed are very computer literateand are fluent in using many different programs. They represent several different departments at CTAincluding planning and schedules.

Nearly all viewers and users of the system are excited at how ‘cool’ the system is. They particularly enjoythe navigational sequences and the fact that they could pause the film to study still clips of certain imagesalong the route. They were also pleased that they could navigate the digital nodal videos and zoom into theaerials.

As expected, users offered strong opinions and recommendations on the of the system including:

Benefits• Great historic value in comparing before and after images of rehabilitated stations and rail lines• Construction documentation• Planning visual tool

Drawbacks• Lack of training session or short one page tutorial explaining how to find links to images.• Thumbnail of type of link (aerial, panorama, noise, navigational sequence) and an explanation of how to

navigate once link is reached. (for example, how to enlarge an image using the magnifying glass)• Disk space required- need better way to serve data and/or entire datasets• Temporal constraints- images not current enough for engineering use• Movie size very limiting, hard to see details



Recommendations for enhancement, further development, or use of the system:• Digital nodal videos of park-and-ride facilities

• Lock box payment area• Configuration of lot• Time lapse showing filled parking spots

• Photos of all bus stops• Verify locations• Verify shelters and/or kiosks/street furniture locations

• Time-lapse footage of train loading passengers• Navigational sequences of problem bus routes

• Highlight problems causing delays• Great visual tool to use in interagency meetings between city, CDOT, and CTA to verify reasons for

congestion along routes• Use in training sessions• Use in public meeting in particular trouble spots like Fullerton station platform expansion faces much

opposition

We will continue to elicit feedback from current users of the system. It is also important that we offer theproduct, encourage its use and attain responses from users in different departments, including real estate,engineering, construction consultants and public relations.

RECOMMENDATIONS AND CONCLUSIONS

The CTA Rail Infrastructure System promises to be a valuable tool for planning, engineering and operations.Several opportunities to extend the concept to bus infrastructure and operations, and to provide more detaileddocumentation have been identified. Also supporting documentation in the form of integrated help pages anda quick-start tutorial will greatly improve the usability of the system.

The development process is fairly lengthy as it involves system design, an extensive data collection effortand then assembly of the different media. We have several recommendations. First, we recommend thatcareful consideration be given to planning the data collection in terms of shooting video at high resolutionand down sampling to the appropriate level in the system, focusing on specific geographic areas and usingclear days to shoot outdoor locations. Second, our experience suggests that the web-based version of thesystem is the easiest to work with and offers the most flexibility. Finally, the spatial relationships inherent inthe system suggest that a geographic information system (GIS) may be an appropriate tool for organizing thevisual data and provide an environment for the integration of other types of traditional data such as conditionassessment.

ACKNOWLEDGEMENTS

This work was partially supported by the Chicago Transit Authority through a subcontract to University ofIllinois Chicago from Massachusetts Institute of Technology. Opinions expressed in this paper are solelythose of the authors and not of the research sponsors.

REFERENCES

1. Câmara, A., A.L. Gomes, A. Fonseca, and M.J. Lucena e Vale. 1991. Hypersnige- a navigation systemfor geographic information. Proceedings of the European GIS Conference. Brussels, Belgium. April,1991:175-179.2. Fonseca, A., C. Gouveia, F.C. Ferreira, , J. Raper, and A. Câmara. Adding Video and Sound intoGIS. EGIS'93 Conference Proceedings, Genoa, Italy. 1993: 176-187.



3. Jones, R.M., E.A. Edmonds, and N.E. Branki. 1994. An analysis of media integration for spatialplanning environments. Environment and Planning B: Planning and Design, 21:121-133. Pion Ltd,London.4. Laurini, R., and F. Milleret-Raffort. Principles of Geomatic Hypermaps. Proceedings of the 4thInternational Symposium on Spatial Data Handling, Zurich, 1990: 642-651.5. Shiffer, M.J. 1992. Towards a Collaborative Planning System. Environment and Planning B:Planning and Design 19:709-722.6. Shiffer, M.J. 1995 Interactive Multimedia Planning Support: Moving from Stand-Alone Systems tothe World Wide Web. Environment and Planning B: Planning and Design 22:649-664.7. “Cutting Edge Visualization Tools: Graphic Simulations that Stimulate Project Understanding andDecision Making,” Marie Keister and Dan Moreno, TR News, May/June 2002, p 9-15.8. Shiffer, M.J., 2001 "Spatial Multimedia for Planning Support" in: Brail & Klosterman (eds.)Planning Support Systems: Integrating Geographic Information Systems, Models and VisualizationTools. Redlands, CA: ESRI Press and New Brunswick, NJ: CUPR Press.9. Whyte, W. H. 1979. The Social Life of Small Urban Spaces (motion picture). New York: MunicipalArt Society of New York: Cinelab [distributed, 1984].10. Rhind, D.W., Armstrong, P. and Openshaw, S., 1988. The Domesday machine: a nationwide GIS.Geographical Journal 154, 56-68.11. Brand, S. 1987. The Media Lab : inventing the future at MIT. New York, N.Y. : Viking.12. Chicago Transit Authority, http://www.yourcta.com, Date Accessed July 23, 2002.13. Chicago “L” History, http://www.chicago-l.org/history/index.html, Date accessed July 23, 2002.


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List of Figures

Figure 1. Historical ImagesFigure 2. Overview of the CTA Rail SystemFigure 3. Specific Section of TrackFigure 4. Station-to-Station MovieFigure 5. Navigating in the digital nodal video Station EnvironmentsFigure 6. DVD InterfaceFigure 7. Web Interface



Panoramic photo of Park St. Station, showing Park St. Church and State House in distance, Boston, Mass.Copyright E. Chickering & Co., October 22, 1903. (From U.S. Library of Congress American MemoryCollection).

Scenes from navigational film titled: “Interior New York subway, Fourteenth Street to Forty-second Street”,Copyright: American Mutoscope & Biograph Co.; 5 June 1905 (From U.S. Library of Congress AmericanMemory Collection).

Figure 1. Historical Images



Figure 2. Overview of the CTA Rail System



Figure 3. Specific Section of Track



Figure 4. Station-to-Station Movie



Figure 5. Navigating in the digital nodal video Station Environments



Figure 6. DVD Interface



Figure 7. Web Interface


Spatial Multimedia Representation of Chicago Transit Authority Rail Infrastructure

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