Designing and evaluating a prototype
Based on the results of the investigation of five existing maps, a prototype of a new cycling map for touring cyclists was designed and produced. And this prototype was tested again by means of a new and more extensive user survey.
Zoom in if you like, or compare this map with the four existing cycling maps.
This is a fragment of the prototype cycling map Veluwe at scale 1 : 75,000 made by the project group
Design and production of a prototype of a new cycling map
After the first investigation, the project group decided to design and produce a prototype of a new recreational cycling map, based on the results of the evaluation of the existing maps. The intention was to put all the advantages of the existing maps into one new map. The topics below were taken into account:
- scale
- area to be mapped
- elements to be mapped
- visualization - roads and cycling tracks
- visualization - landmarks
- visualization - other information for cyclists
Scale
A scale between 1 : 50,000 and 1 : 100,000 was thought to be an acceptable compromise between high detail and overview. Therefore, the scale of the new map was chosen to be 1 : 75,000.
Area to be mapped
Part of the Veluwe, a well-known recreational (cycling) area in the Netherlands, was selected as the area to be mapped, also because of the large variety of land use in this area and the distribution facilities and support offered by the local tourist office.
Elements to be mapped
Decisions on the contents of the map prototype and their way of representation were also based as much as possible on the results of the evaluation of the existing maps. A list was made of cycling map elements found relevant by the respondents of the first map use investigation and this list was discussed in the project group. The main conclusion of this discussion was that the list of elements was far too long. If everything had to be put in the map, it would become too full and detailed. Therefore, the project group prioritised categories of map elements and only those with the highest priority were put on the map. For those elements the project group also had to decide how to visualise them.
Visualization - roads and cycling tracks
Several design experiments were carried out and discussed in the group. Eventually it was decided to colour red all the cycling-tracks and roads prohibited for cars. This bright colour makes it possible to immediately recognise the best routes for cyclists. Instead, the motorways and other roads that are prohibited for cyclists got the dull colour grey. As cycling-tracks are very important elements in a cycling map, it was decided to further subdivide this category. High priority was given to the distinction between broad lanes and narrow paths, because the last category is difficult to ride over with a trailer or a tricycle. Besides that, a distinction in the quality of the track surface was thought to be practical. Cyclists would then be able to avoid the bad tracks. Information about accessibility was put on the map as well in the form of riding directions and bicycle gates. Normally, if there is only one cycling-track, one can ride it in both directions. If this is not the case, an arrow shows the direction allowed. In case there are two cycling-tracks at both sides of a road, normally you are only allowed to cycle in one direction on each track. Exceptions to this rule are visualised by showing two arrows pointing in opposite directions along the track. Other elements that affect accessibility are the bicycle gates that are supposed to prevent mopeds from cycling-tracks. These gates are constructed in such a way that regular bicycles can pass through but mopeds cannot. The problem is that bicycles such as tandems and tricycles can also not pass. Putting these gates on the map helps users to avoid them on their way if they want so. The classification of roads, not being cycling-tracks, is based on the known and supposed demands of cyclists: they are interested in information about the width, type of pavement and amount of traffic.
Visualization - landmarks
Other important features on a bicycle map are those that help users with orienting themselves. Landmarks such as churches, towers, castles and mills, but also the representation of different categories of land use, will help cyclists to find their way. In a similar way, signposts with unique numbers can be very useful. In the Netherlands there are special signposts for cyclists, called mushrooms: small white objects at cycling-track crossings that show the next destinations and distances in, at maximum, four directions. On top of the mushroom a number is shown which can be noticed while cycling and can be found on the map as well.
Visualization - other information for cyclists
Also included in the cycling map prototype are some other elements that are typical for cyclists, like ferries for cyclists and pedestrians only, stairs (e. g. along bridges) with bicycle gutters and shops that repair or rent bicycles. Especially for the hungry cyclists, symbols for baker's shops, snack bars, restaurants and pubs were designed and put on the map as well. The symbol for showing steep parts in the road may be considered as irrelevant in the flat Netherlands. However, we do have some hills that are looked upon as mountains by Dutch people. Although not many cyclists will actually try to avoid steep roads in their routes, symbolisation of steepness will help to interpret the environment. Common hilly features in the Netherlands are dikes. They are popular among recreational cyclists because of the nice views they usually offer. However, sometimes they are avoided because of the wind. In either case they are an important element on cycling maps. Finally, the map contains some tourist information in which the recreational cyclist might be interested.
Prototype map use investigation
When the prototype was finished a large map use investigation was set up.
- distribution
- results from questionnaires
- conclusions
Distribution
About 3,000 copies of the prototype cycling map were distributed among potential cyclists in the area mapped, the Veluwe. They were asked to complete a questionnaire that was attached to the map. Part of the maps was spread through local tourist offices and another part was presented to cyclists who participated in an organised cycling tour. The local tourist offices were asked to give the map to everyone who demonstrated an interest in cycling in the Veluwe in the summer of 1997. Unfortunately, some offices did not distribute the maps very enthusiastically, mainly because they were afraid that their customers would not spend any money with them if they were given a map free of charge. The distribution of the test maps during an organised cycling tour was not an ideal starting-point either, even though in this way a large amount of real recreational cyclists could be reached. The problem is that it may be questioned whether people who like to cycle a fixed route with itinerary are also representative of our target group: those cyclists who are interested in a map to plan and follow their own routes. As observed by members of the project group, very few people actually used the map during the day of the organised cycling tour. But still many people completed the questionnaire the same day. In future cycling map use investigations, better ways of reaching the target group should be found.
Results from questionnaires
More than 100 cyclists returned the questionnaire. Although this response was rather low, the project group gathered some interesting findings on the use of recreational cycling maps.
table 1: importance of cycling-tracks and roads on the map
Table 1 shows which information on infrastructure was regarded as most important by the respondents. The table gives the percentages of people who responded that a feature is (very) important. These percentages are arranged in descending order. Most surprisingly, 79 % thinks that the practicability of unpaved roads by bike is (very) important. At the moment this information is not provided on any Dutch map. In order to be able to have this information on the map, an inventory must be made on the practicability of all unpaved roads. Another interesting result is the fact that users appreciate information on the quality (74 %) and the nature of pavement (67 %) of cycling-tracks more than information on the width of the tracks (48 %).
table 2: importance of map elements for orientation and interpretation of the landscape
Of the map elements that play a role in orientation and interpretation of the landscape (table 2) signposts get the highest score. About 90 % of the respondents classified mushrooms and other signposts as (very) important features on the map. This finding should persuade map publishers to accurately represent and update information on signposts.
Another interesting conclusion one can derive from table 3 is that only very few people (30 %) are interested in the distinction between deciduous and coniferous forest or in the distinction between arable land and pastureland (33 %). Perhaps, these four categories could better be reduced to two, so as to make the map less complicated and better legible.
table 3: importance of tourist information on the map
Showing the locations of shops that repair or rent bicycles is (very) important for 74 % of the respondents. That is the highest percentage within the category of tourist information (table 3). The location of tourist offices holds the second place. Hardly worth mapping are the baker's shops with only 36 % of the respondents supporting them.
- About half of the respondents passed a positive judgement on the use of the test map; 12 % was negative and the rest was rather neutral.
- The map was regarded suitable for short trips in particular. This was a pleasant result as we had also designed the map for this purpose.
- Only 51 % of the respondents thinks the different types of cycling-tracks can be distinguished (very) well. That is not a high score. It shows that it is not easy to design symbols for as much as eight different cycling-tracks.
Conclusions
Even though the response was low and only few people actually used the prototype cycling map, the map use investigation still led to some interesting results. For instance, the tables presented in this section may be helpful for future cycling map publishers.