Evolution of a Map

Really, this post might be more appropriately titled “Evolution of a Cartographer”, because the way I’ve revisited and changed this map over the years reflects what I have learned and how my aesthetic sense has evolved.

Version 1 was all about the concept. I had seen Ursula K. LeGuin’s map of a flooded Central Valley in Always Coming Home, and then was directly inspired by Burrito Justice’s map of San Francisco after global warming had melted the ice caps. My first version and write-up was published in the Whole U.

So bright! So vivid! It was basic, no hillshading, with hypsometric colors that were straight off the ESRI style shelf. The map, and my cartographic skills, have come a long way since then. 

 

I toned it down a bit for the second version. I de-saturated, made the water a little greener, and added some hillshade to the land. This version was sold in Northwest Framing shops.

 

The shape of Seattle really called for a narrower layout. The square shape I’d been working with included some interesting landforms, but I wanted to emphasize the city itself. I tightened up to more closely conform to Seattle’s narrow shape, removing the Archipelago of Bainbridge and a few other suburban locales from the composition.

I wanted to simplify, so I removed the north arrow. I clipped everything to 18×24, which also works as a more standard format for printing.

 

This iteration removed the line delineating the current shore, replacing it with a color ramp to represent the sunken parts of the city in a way that emphasized the lost land. 

It was around this time that I was pointed toward the more recent and accepted stats for sea rise levels published by the IPCC. Based on this, I reduced the level of sea rise from 240′ to 215′.

I left it here for a couple of years before re-visiting the map again.

 

Earlier this year, a company where I’d been working unexpectedly <redacted>, so I suddenly had extra time to experiment with some new graphic techniques. I wanted to create maps that were beautiful and compelling enough to hang on your wall, even if you weren’t a map geek.

I made three new versions of the Seattle (and Portland) maps. The first was an updated hypsometric map.

For the new versions, I abandoned any off-the-shelf graphics that I’d used in the previous maps,  creating a custom color ramp for the land, and rendering a new hillshade layer with Blendr. The water is now a desaturated blue-gray, I simplified the title, and added some subtle transparencies along with drop-shading to simultaneously soften and emphasize the text.

 

I’ve been fascinated with old maps since I was a kid, and I’ve enjoyed taking old public domain maps and removing the tears, discolorations, and bureaucratic stamps that they had suffered from over the years (see this post, this post,  this post, and this post). The terrain shading and patinas of those old maps inspired this retro-future version of the Seattle sea rise map. This map uses a brown slope map, merged with the Blendr hillshade layer, and elements that emphasize convex ridgelines with a subtle lightening, and concave landforms with a subtle darkening.

 

And finally, the goth map. This one has the same gray-blue water as the others, but the land is rendered in gradations of dark gray to black for elevation, combined with the Blendr-rendered hillshade layer.

 

It’s been a fascinating process as I’ve re-visited this map over the years, and, where I was a GIS expert before, I’ve now learned to be a cartographer. Going forward, each of the three compositions I split off will continue to evolve in their own directions. I have a particular interest in moving the brown vintage map forward, and I have a few changes in mind to give it a more convincing vintage style. In the meantime, I’m working on a couple of other projects that will use the techniques I’ve learned, so watch for more posts!

Seattle Could Use an Upzone

I recently did a collaboration with the Sightline Institute to study where there are multi-unit residences in single-family zones. These places are the remnants of the time before Seattle (and many other cities) went through processes of downzoning. These downzones, often along with redlining, created huge areas that have restricted the building of housing, and become, especially in recent years, areas of exclusivity and unaffordability. Working people and the middle class can no longer afford to buy even the most modest houses in these exclusively zoned neighborhoods.
Because of exclusive single-family zoning, we have missed out on generations of development of naturally affordable housing, as new construction ages over the years and becomes affordable. Very little multiplex housing has been built in these neighborhoods since the 60’s, so the opportunities for more affordable aged multi-unit housing have not been realized. If Seattle had continued to allow the development of duplexes, triplexes, and quad-plexes in these neighborhoods, instead of downzoning over half of its area, we would not be facing the affordability crisis that we currently face.
See the full, expanded map.

Margaret Morales’ article, which accompanies the map, can be read at the Sightline Institute.

Transportation Demand Analysis

Does Sound Transit need to increase southbound Sounder service? Here are some maps from a  recent project, created in concert with Paulo Nunes-Ueno. We looked at the origins (by zip code), and destinations (by work location and nearest Sounder station) of office workers south of Seattle. This analysis visualizes potential demand for commuter rail, and will help to drive the decision-making process.

Moving to WordPress.org

This site hasn’t been up long, but I’ve started finding limitations in what I can implement in my WordPress.com site. So, I’ve packed it up and moved it all over to a self-hosted site with a WordPress.org installation. Everything should look and function the same as before, but any of my subscribers will need to click through and re-subscribe.

spatialities.com

Watch for new historical and speculative maps!

UW Transportation, Past and Future

As part of a recent historical research project, I georeferenced a ton of old plans and maps of the University of Washington campus and surrounding neighborhood. One of the things that has stood out in my mind about this project is the old transportation patterns, and how our society relied so much more heavily on rail to get around.  The University District was served by several streetcar lines in addition to the rail line that was used by passenger trains–now the route of the Burke-Gilman Trail.

Modern Subway, Historical Streetcar

We are slowly returning to an era of mass transportation. This 1920 map shows the location of at least two streetcar lines, as well as the old heavy-gauge NPRR line and depot. I have overlaid the alignment of the Sound Transit North Link subway and platform location of the new University of Washington Station. The detail that jumps out is the location of the old streetcar turn-around loop, now the location of the subway station. We’re looping back around to an abandoned form of transportation that should never have been abandoned. This time, we’re making sure that the passage of the rail cars isn’t hindered by private cars.

I sat on a bus for over half an hour yesterday, getting from the U-District to downtown. I’m looking forward to the eight-minute ride that the subway will enable.

Planning for Safe Routes to School

The McDonald International School re-opened in 2012, after 31 years of being mothballed and leased out to various NGOs. Even though the school is in a very walkable neighbSRTS_CoverPageorhood, having been built in what was originally a streetcar suburb of Seattle, little attention had been paid to the walkability of the immediate school area. The streets around the school need a lot of work to make them safer for all kids, their parents and caretakers.

As a final project for my Sustainable Transportation certificate, I researched and wrote up a plan to create safe routes for the McDonald International School. This plan deals primarily with the physical environment within the school reference area, but also touches on some of the social and cultural aspects of walkable cities. This was my first project dealing with active transportation issues, and led to my involvement with a variety of other bike & pedestrian advocacy organizations, including the Seattle Ped Board and Seattle Neighborhood Greenways.

McDonald School SRTS Plan

A Transportation Plan for Wallingford, Seattle

Wallingford is my neighborhood. I’ve lived here for over ten years, commuting out to Redmond for the first year via scooter and bus. After that, I started working at the University of Washington, with an exact mile commute, door-to-door. I still take my ratty old scooter, but I’ll just as often walk, bike, or bus.

Wallingford Transportation Plan
Wallingford Transportation Plan, Phase III

For those of us who work at the UW, Wallingford is in an ideal location–easily walkable, if you don’t mind traversing I-5 and its associated on and off-ramps. You can quickly bike there if you don’t mind the cranky and sometimes aggressive car commuters. The bus is great, except for the winding, plodding 16 and the always-late, always SRO-packed 44. In addition to these indignities to the non-car commuter, Wallingford is more isolated, transportation-wise, than its U-District and Fremont neighbors. This paper, which I co-wrote with two other authors, creates a plan to remedy these problems. It deals with both land-use and transportation issues, which should always be planned in concert, but sadly often aren’t. We focused on enhancing connections to neighboring communities, as well as to downtown Seattle, decreasing the isolation of the neighborhood and allowing for a more compact and energetic local business district. My contributions were the introduction, land-use, rail, and summary chapters.

Wallingford Transportation Plan