The main East Japan Railway Company (JR East) station and the directly adjacent private railways have a total of 35 platforms, an underground arcade, above-ground arcade and numerous hallways with another 17 platforms (52 total) that can be accessed through hallways to five directly connected stations without surfacing outside. The entire above/underground complex has well over 200 exits.
Throwing in Japan into random topics in trains feel somewhat unfair. Most train fact sheets fail to include most Asian nations except Japan, often missing even Korea and Taiwan.
Commuter trains in many East/Southeast Asian cities like Shanghai has developed to levels comparable to Tokyo. Trains in some Central Asian cities such as Mumbai were also always notorious for congestions. I think those should also be considered more often and at greater depths, Fermi estimated if need be, than we would be just keep dropping random Shinjuku facts left and right.
I’m really impressed at how usable that visualisation is on mobile. It’s also really great aesthetically. Japanese artists can still do the best sci fi designs about
Is this actually to scale? If so, do the near-vertical moving dashed lines depict inclined lifts or escalators? Because they look very steep when you compare them to other metro escalators, such as those in the Brussels Metro's Porte de Hal / Hallepoort station[1], which seem closer to 50° from horizontal.
If only 1% give money to homeless people, that’s… a good place to beg for money. I would probably make more there than what i make at my fancy software engineering job (100K before taxes per year):
- 36000 people
- let’s say each give 10 cents ($)
- that’s $3600 per day
- if you beg 8h per day, that’s $1200/day
- begging mon to fri means $24000 per month (tax free)
This is amazing, seems really detailed and leveraging official sources too, nice job!
Since the author seems to be Catalan, I'll shamelessly plug a Metro-station-relevant event that is ongoing right now in Barcelona:
There are many "ghost" metro stations in Barcelona that been popular (at least used to) urban exploring destinations. Two of those, Gaudí and Correus, are now opening to the public via tours, if you register at https://obrimelmetro.cat
I've only visited Gaudí in a unofficial capacity like a decade ago, and haven't yet done the new tours myself so can't vouch how interesting they are, but seems there are only 5000 open spots in total. It seems like one of the tours is even during the night, so you get as close to the urban exploring experience as possible without having to run across active train tracks :)
The ones in Zürich are not actually metro stations. They where built to be, but then the city voted against a metro. The stations that were already built were converted into tram stations. There where some complications like that fact the the tram is almost too tall to fit. The pantograph is almost fully compressed when the tram enters the tunnel.
The trams also switch to the left side as the doors are only one side.
This guy has spent the last 10 years drawing about 2,547 stations around the world and making 3D models available to everyone. This might be the most amazing thing I have ever seen on the internet. Kudos.
One minor nitpick: zooming the map is very slow (maybe Leaflet is not the best choice?). And the main station in Paris is missing: Châtelet-Les Halles.
Leaflet should easily handle stuff like this if configured correctly. OP just slaps 3000 markers in a single layer, and each of them is an image element in dom. Should probably use some marker clustering for that.
Very impressive work.
Was very saddened to see how Ukrainian Kyiv and Kharkiv stations were excluded. We have deep stations (like Arsenal'na at 105m that connects directly to the above-ground Dnipro station on a river bank), we have both Soviet-made and new stations. Also now they are doubly essential being used for both transportation and shelter during air raids by millions.
I also learned something, which I'd always wondered cynically but never thought to investigate. The walking connection between lines at some stations in Barcelona seems so long as to not make sense, but it's explained here that at the time the different lines and stations were dug and extended independently by different companies.
> Among the reasons for having such long corridors [in Barcelona] is the lack of planning or the vision of the metro network as a bunch of individual lines. As an example: line 1 and line 4 were extended to Urquinaona in 1932, but both lines were not connected until 1972, as they were originally operated by different companies.
In London that’s also mostly true due to the patchwork history of different companies building different lines… however when King’s Cross/St Pancras was redeveloped a few years ago the “official” interchange route between Piccadilly and Victoria lines became much, much longer - minutes of walking compared to seconds. This site doesn’t cover that station, but does link to TfL’s own diagrams via IanVisits, and the reason is clear: at one end the platforms of both lines are almost touching - and I believe that shortcut staircase is still there if you ignore the signs and know where to find it - but the tourist friendly route is much more circuitous, going up to the mainline station and back again. I assume it helps to relieve congestion in an extremely busy station, I remember more than one occasion when they just have to close entry to the platforms during rush hour due to overcrowding.
Are there at least multiple entrances? Dublin's main station, Connolly, is actually the amalgamation of two stations, one terminal station and one through station, which were originally owned by different companies before the rail system was nationalised. The only entrances are through the terminal station, so to get to the through lines, you need to walk for about 10 minutes through the terminal station (making them mostly pointless; it's usually quicker just to get on/off at the next station, which has a proper entrance).
They are, apparently, _finally_ going to open a new entrance directly to the through lines, but they've been talking about it for years and I'll believe it when I see it.
Love this project. Back in my transit blogging days, one of the themes was short and long transfers. And here this idea immediately starts surfacing just looking at the stations - the crazy mazes with long tunnels are cool to explore on paper, but suck for actual transfers. It adds slogs in the middle of the trips, and kind of discourages transit use because trips seem longer and more work.
When scrolling down, the author actually includes a long discussion on the best possible transfer layouts! Many of the terrible stations over time are of course historically grown, evolved over time, and weren't the result of some maniac evil genius deciding to create miserable transfers. Systems are built sometimes over a hundred years, so a later station is added mostly where it can fit, not a as a result of some master plan.
But there's also ways to deal with these issues, which can be found in Berlin.
1) for the recently opened "Unter den linden" station, which is a transfer between a new extension (u5) and a 100-year-old line (u6), a station on the old line was actually moved by 180m so that the transfer would be good. (That is, the old station was closed and a new station built a bit a distance away)
2) in general in Berlin, especially after WWII, a lot of the subway construction followed a very long term master plan (to the extend that West Berlin actually planned a network for all of Berlin, even though the East was in another country behind the iron curtain). When stations were built, the planners "knew" it would be a transfer some day, so they added in accomodations ("Bauvorleistung" or preparations ahead of actual construction), often whole station shells for the future line it would connect to. This resulted in a lot of short transfers even when lines were built decades apart. And it also resulted in a bunch of ghost stations, which have yet to be connected to lines.
A very cool project, and a great resource for people with reduced mobility - I semi-regularly use Transport for London's station drawings (linked on this website) over the official accessibility map, which doesn't differentiate between stairs and escalators for example.
"Worst of all, the air was full of fumes; breathing was painful and difficult, and a dizziness came on them, so that they staggered and often fell. And yet their wills did not yield, and they struggled on."
The issue with Châtelet - aside from how crowded it is - is that it’s two stations masquerading as one, same as Montparnasse-Bienvenüe.
Once you know what’s on which side and that the directions in the main hall are purposefully made to have you meander for flow control and you can just cut through, it gets a lot more manageable.
There is an article in ElPais from 2020 about the author, Albert Guillaumes, and his creative process. Very interesting read! (texts are in Spanish though)
And they are almost all drawn “manually”! I am SO impressed by the dedication
> For the last 10 years I have been able to draw around 2,547 stations
> A pen, a notebook, a bit of spatial vision and the willingness to navigate all the staircases, corridors, platforms and mezzanines are enough to draw a station
> Due to the boredom provoked by the COVID-19 lockdown in 2020, I decided to digitalize all the sketches I had drawn in since the early 2010s
Pretty impressive! Interesting shoutout to Längenfeldgasse (Vienna) for the cross-platform interchange. This is a pretty popular station to get to Schönbrunn Palace & Zoo, as such the majority of people changing stay on the platform and you really physically see the lean design in motion. This can probably only be done during the design phase otherwise to costly to ever change if it's even possible.
I was never able to build mental model of Alexanderplatz in Berlin. Most of the times was simply following the signs and yup, the layout is complicated.
This is pretty shockingly detailed. I zoomed into my city of Cologne germany thinking there'd be nothing showed here since we don't have a 'real' metro but rather a Stadtbahn system that's partially separate from the street grid and partially on the streets.
Turns out they had excellent descriptions, models and info of all of our stations.
Hauptbahnhof (main station) is incomplete, or possibly overly pedantic; it's missing the "Westseite" station part where tram 9 stops (it doesn't pass through the 4 middle tracks where the other trams make their stops.) It's technically listed as a separate stop on plans, but last I checked it's considered the same stop for transfers (i.e. you don't get "walk from station A to station B" instructions.) It's also almost directly above the subterranean S-Bahn tracks that are shown, so just by location it should be included… (and it's also misspelled Leizpig, which is a little funny.)
For Bayerischer Bahnhof and Wilhelm-Leuschner-Platz, the tram stops are completely missing.
This is so neat! I hope at some point in the future cities and/or nation-states provide real time 3d environments of their built environment, with highlights for public transit, public spaces, food, government services, etc. Like if gis systems were better standardized and have these models integrated into them.
Seattle has been a mess of last minute bus stop changes that aren't propagated to Google maps before you find yourself missing your bus. And even checking the metro page directly sometimes isn't up to date with sudden construction closures
If you want to see a ridiculous amount of escalators, take a look at the Collblanc station in Barcelona. It takes 6 escalators to transfer between the L5 and L9S lines.
A while back I was in Berlin, and got lost in Nollendorfplatz station (which is not particularly _big_) for about ten minutes. Now, for various reasons I had been awake for about 36 hours, so mostly blamed it on that, but if this site is correct it confirms my suspicion that that is a weird station. U1 and U3 are on different levels for different directions!
I just had a quick look at a metro station I know, Sèvres Babylone in Paris, and it seems like there's a mistake in the model, adding a corridor that doesn't exist in the actual station.
I’d like to add an interesting metric: density of subway/metro stations as measured by number of stations per square kilometer.
In European cities,
City,
Metro System,
Stations,
City Area (km²),
Density (stations/km²):
1. Paris,
Metro de Paris,
244,
105,
2.32
2. Berlin,
U‑Bahn only,
173,
892,
~0.19
3. London
Underground (London Tube),
~270,
1,572,
~0.17
4. Madrid,
Metro de Madrid,
~300,
605,
~0.50
Paris takes the lead, not just in Europe but globally, with ≈2.32 stations/km². Madrid has a dense network too (≈0.50), though well behind Paris. Berlin (U‑Bahn only) and London have much lower densities (~0.17–0.19). Rome’s iconic metro is relatively sparse in terms of station density compared to other major European and Asian cities.
Here’s how European and Asian cities stack:
1. Paris (~2.32 stations/km²)
2. Seoul (~1.27)
3. Madrid (~0.50)
4. Tokyo (~0.46)
5. London (~0.17)
6. Berlin (~0.19)
7. Hong Kong (~0.09)
8. Shanghai (~0.06)
9. Rome (~0.057)
Seoul is highest among major Asian metro systems in terms of station concentration, making it the city in Asia with the densest metro network per square kilometer. Seoul has 768 stations in its metropolitan subway system spread across the city proper area of 605 km². By comparison, Tokyo’s combined metro (Tokyo Metro + Toei) has around 286 stations over ~621 km, giving a density of about 0.46 stations/km². Beijing has 523 stations but the city covers about 16,411 km²—yielding a much lower density (~0.03 stations/km²). Shanghai’s figure fluctuates due to rapid expansions: 409 unique stations from early 2025 data.
In addition to density, another interesting metric is
the number of street-level entrances (exit/entry points). Counting just stations ignores how many access points are available to the public. More entrances = better coverage, shorter walking distances, improved accessibility, especially in dense urban zones. Examples from Paris are:
Saint‑Lazare station (Lines 3, 12, 13, 14) has 11 entrances. Hotel de Ville (Lines 1 & 11) has 7 entrances. Madeleine station (Lines 8, 12, 14) has 5 accesses with 7 separate entrances. Alesia station (Line 4) has 6 entrances. Opera station (Lines 3,7,8) has 3 main entrances.
On average, Paris Metro stations have approximately 3–6 street-level entrances, with major hubs having 7–11. Paris doesn’t just have many stations, it maximizes them with multiple entry points, making its system exceptionally accessible over its territory.
Seoul also scores similar in accessibility due to its exit-rich stations, especially in dense areas. Other major metros (Tokyo, Madrid, London) lag when entry points are factored in.
I did not include US cities but I believe New York City might be notable.
> [...] Madrid has a dense network too (≈0.50), though well behind Paris.
As a native of Madrid, I must point out that using the nominal surface area of the municipality of Madrid (~605 km²) is misleading for these purposes due to the Monte del Pardo [0] and Soto de Viñuelas [1], two fenced off forest areas covering around 180 km² between them. The impact of these areas on the nominal surface area of the city is visually obvious when you compare the outlines of Madrid and Paris administrative areas:
As a result, the relevant surface for estimating the density of Metro stations in Madrid should be at most ~425 km². While one may arguably also want to exclude the Bois de Boulogne and the Bois de Vincennes from the surface area of Paris, even the "de-Pardo'd" surface area of Madrid still contains significant non-urban areas such as the Casa de Campo forest, large non-built-up areas, and even most of its airport.
(In any case though, after this pedantic "well ackshually", I must also point out that a few Madrid Metro stations actually fall outside of its municipal limits. I would get out more, but I live in a town without a Metro)
Is Paris 6 times smaller than Madrid and 15 times smaller than London? Seems suspicious to me. What exactly is the boundary of this "area" and how does it relate to the subway network?
The page footnote says that all sketches were hand drawn by the author over a 10 year period, and digitized during COVID by the power of extreme boredom.
As the title suggests it is not a website of models of European metro stations because:
(a) it contains models of North American stations, and
(b) it does not contain stations from the St Petersburg[1] or Moscow metros which are significant European metros (the Moscow metro[2] is the longest in Europe)
Perhaps it doesn't work on my browser, but all I see are low fidelity, wireframe/stick 3D model projections rendered as 2D images without much detail that could be made in a few minutes.
decimalenough|5 months ago
https://satoshi7190.github.io/Shinjuku-indoor-threejs-demo/
3.6 million passengers per day. Wikipedia:
The main East Japan Railway Company (JR East) station and the directly adjacent private railways have a total of 35 platforms, an underground arcade, above-ground arcade and numerous hallways with another 17 platforms (52 total) that can be accessed through hallways to five directly connected stations without surfacing outside. The entire above/underground complex has well over 200 exits.
numpad0|5 months ago
Commuter trains in many East/Southeast Asian cities like Shanghai has developed to levels comparable to Tokyo. Trains in some Central Asian cities such as Mumbai were also always notorious for congestions. I think those should also be considered more often and at greater depths, Fermi estimated if need be, than we would be just keep dropping random Shinjuku facts left and right.
bowsamic|5 months ago
seabass-labrax|5 months ago
[1]: http://estacions.albertguillaumes.cat/img/brusselles/porte_d...
raverbashing|5 months ago
Saint-Lazare being the most complex one that I saw personally (got lost, I mean)
N19PEDL2|5 months ago
This is impressive! What tools did they use to make that 3D map?
wkat4242|5 months ago
giveita|5 months ago
tkiolp4|5 months ago
- 36000 people
- let’s say each give 10 cents ($)
- that’s $3600 per day
- if you beg 8h per day, that’s $1200/day
- begging mon to fri means $24000 per month (tax free)
diggan|5 months ago
Since the author seems to be Catalan, I'll shamelessly plug a Metro-station-relevant event that is ongoing right now in Barcelona:
There are many "ghost" metro stations in Barcelona that been popular (at least used to) urban exploring destinations. Two of those, Gaudí and Correus, are now opening to the public via tours, if you register at https://obrimelmetro.cat
I've only visited Gaudí in a unofficial capacity like a decade ago, and haven't yet done the new tours myself so can't vouch how interesting they are, but seems there are only 5000 open spots in total. It seems like one of the tours is even during the night, so you get as close to the urban exploring experience as possible without having to run across active train tracks :)
qweiopqweiop|5 months ago
sschueller|5 months ago
The ones in Zürich are not actually metro stations. They where built to be, but then the city voted against a metro. The stations that were already built were converted into tram stations. There where some complications like that fact the the tram is almost too tall to fit. The pantograph is almost fully compressed when the tram enters the tunnel.
The trams also switch to the left side as the doors are only one side.
[1] https://cdn.dreso.com/fileadmin/_processed_/0/3/csm_Tierspit...
[2] https://de.wikipedia.org/wiki/Tramtunnel_Milchbuck%E2%80%93S... [DE]
EDIT: spelling
shlip|5 months ago
https://en.wikipedia.org/wiki/Pantograph_(transport)
rwmj|5 months ago
izacus|5 months ago
rsynnott|5 months ago
... Wait, what? That seems like a serious false economy...
rossant|5 months ago
bambax|5 months ago
One minor nitpick: zooming the map is very slow (maybe Leaflet is not the best choice?). And the main station in Paris is missing: Châtelet-Les Halles.
Other than that, incredible work!! Amazing.
diiiimaaaa|5 months ago
benoitg|5 months ago
guilamu|5 months ago
Also, Châtelet les Halles is available just after 'Château d'eau".
walterlw|5 months ago
rjsw|5 months ago
ExoticPearTree|5 months ago
jddj|5 months ago
I also learned something, which I'd always wondered cynically but never thought to investigate. The walking connection between lines at some stations in Barcelona seems so long as to not make sense, but it's explained here that at the time the different lines and stations were dug and extended independently by different companies.
> Among the reasons for having such long corridors [in Barcelona] is the lack of planning or the vision of the metro network as a bunch of individual lines. As an example: line 1 and line 4 were extended to Urquinaona in 1932, but both lines were not connected until 1972, as they were originally operated by different companies.
FearNotDaniel|5 months ago
bambax|5 months ago
rsynnott|5 months ago
They are, apparently, _finally_ going to open a new entrance directly to the through lines, but they've been talking about it for years and I'll believe it when I see it.
tannhaeuser|5 months ago
[1]: https://zaubar.com/app?url=zaubar.dev/hochbahn?scene=010
ant6n|5 months ago
When scrolling down, the author actually includes a long discussion on the best possible transfer layouts! Many of the terrible stations over time are of course historically grown, evolved over time, and weren't the result of some maniac evil genius deciding to create miserable transfers. Systems are built sometimes over a hundred years, so a later station is added mostly where it can fit, not a as a result of some master plan.
But there's also ways to deal with these issues, which can be found in Berlin.
1) for the recently opened "Unter den linden" station, which is a transfer between a new extension (u5) and a 100-year-old line (u6), a station on the old line was actually moved by 180m so that the transfer would be good. (That is, the old station was closed and a new station built a bit a distance away)
2) in general in Berlin, especially after WWII, a lot of the subway construction followed a very long term master plan (to the extend that West Berlin actually planned a network for all of Berlin, even though the East was in another country behind the iron curtain). When stations were built, the planners "knew" it would be a transfer some day, so they added in accomodations ("Bauvorleistung" or preparations ahead of actual construction), often whole station shells for the future line it would connect to. This resulted in a lot of short transfers even when lines were built decades apart. And it also resulted in a bunch of ghost stations, which have yet to be connected to lines.
jdranczewski|5 months ago
wiether|5 months ago
I first looked at _regular_ stations, but once I understood that it was done by a single guy, I had to look at Paris' Mordor: Châtelet.
The 3D view looks like an ants nest, as expected.
Very impressed by the work done!
prof-dr-ir|5 months ago
"Worst of all, the air was full of fumes; breathing was painful and difficult, and a dizziness came on them, so that they staggered and often fell. And yet their wills did not yield, and they struggled on."
StopDisinfo910|5 months ago
Once you know what’s on which side and that the directions in the main hall are purposefully made to have you meander for flow control and you can just cut through, it gets a lot more manageable.
mtn92|5 months ago
https://verne.elpais.com/verne/2020/08/20/articulo/159791558...
throw-qqqqq|5 months ago
And they are almost all drawn “manually”! I am SO impressed by the dedication
> For the last 10 years I have been able to draw around 2,547 stations
> A pen, a notebook, a bit of spatial vision and the willingness to navigate all the staircases, corridors, platforms and mezzanines are enough to draw a station
> Due to the boredom provoked by the COVID-19 lockdown in 2020, I decided to digitalize all the sketches I had drawn in since the early 2010s
amo1111|5 months ago
undebuggable|5 months ago
alvaro_calleja|5 months ago
eigenspace|5 months ago
Turns out they had excellent descriptions, models and info of all of our stations.
eqvinox|5 months ago
Hauptbahnhof (main station) is incomplete, or possibly overly pedantic; it's missing the "Westseite" station part where tram 9 stops (it doesn't pass through the 4 middle tracks where the other trams make their stops.) It's technically listed as a separate stop on plans, but last I checked it's considered the same stop for transfers (i.e. you don't get "walk from station A to station B" instructions.) It's also almost directly above the subterranean S-Bahn tracks that are shown, so just by location it should be included… (and it's also misspelled Leizpig, which is a little funny.)
For Bayerischer Bahnhof and Wilhelm-Leuschner-Platz, the tram stops are completely missing.
Zagreus2142|5 months ago
Seattle has been a mess of last minute bus stop changes that aren't propagated to Google maps before you find yourself missing your bus. And even checking the metro page directly sometimes isn't up to date with sudden construction closures
gield|5 months ago
rsynnott|5 months ago
rsynnott|5 months ago
lansol|5 months ago
https://en.wikipedia.org/wiki/Cross-platform_interchange https://www.youtube.com/watch?v=E5hXH_mLPzw
Anduia|5 months ago
rtavares|5 months ago
MarcelOlsz|5 months ago
dddw|5 months ago
tremon|5 months ago
pjmlp|5 months ago
prototype9849|5 months ago
hbarka|5 months ago
I’d like to add an interesting metric: density of subway/metro stations as measured by number of stations per square kilometer.
In European cities,
City, Metro System, Stations, City Area (km²), Density (stations/km²):
1. Paris, Metro de Paris, 244, 105, 2.32
2. Berlin, U‑Bahn only, 173, 892, ~0.19
3. London Underground (London Tube), ~270, 1,572, ~0.17
4. Madrid, Metro de Madrid, ~300, 605, ~0.50
Paris takes the lead, not just in Europe but globally, with ≈2.32 stations/km². Madrid has a dense network too (≈0.50), though well behind Paris. Berlin (U‑Bahn only) and London have much lower densities (~0.17–0.19). Rome’s iconic metro is relatively sparse in terms of station density compared to other major European and Asian cities.
Here’s how European and Asian cities stack: 1. Paris (~2.32 stations/km²) 2. Seoul (~1.27) 3. Madrid (~0.50) 4. Tokyo (~0.46) 5. London (~0.17) 6. Berlin (~0.19) 7. Hong Kong (~0.09) 8. Shanghai (~0.06) 9. Rome (~0.057)
Seoul is highest among major Asian metro systems in terms of station concentration, making it the city in Asia with the densest metro network per square kilometer. Seoul has 768 stations in its metropolitan subway system spread across the city proper area of 605 km². By comparison, Tokyo’s combined metro (Tokyo Metro + Toei) has around 286 stations over ~621 km, giving a density of about 0.46 stations/km². Beijing has 523 stations but the city covers about 16,411 km²—yielding a much lower density (~0.03 stations/km²). Shanghai’s figure fluctuates due to rapid expansions: 409 unique stations from early 2025 data.
In addition to density, another interesting metric is the number of street-level entrances (exit/entry points). Counting just stations ignores how many access points are available to the public. More entrances = better coverage, shorter walking distances, improved accessibility, especially in dense urban zones. Examples from Paris are: Saint‑Lazare station (Lines 3, 12, 13, 14) has 11 entrances. Hotel de Ville (Lines 1 & 11) has 7 entrances. Madeleine station (Lines 8, 12, 14) has 5 accesses with 7 separate entrances. Alesia station (Line 4) has 6 entrances. Opera station (Lines 3,7,8) has 3 main entrances.
On average, Paris Metro stations have approximately 3–6 street-level entrances, with major hubs having 7–11. Paris doesn’t just have many stations, it maximizes them with multiple entry points, making its system exceptionally accessible over its territory. Seoul also scores similar in accessibility due to its exit-rich stations, especially in dense areas. Other major metros (Tokyo, Madrid, London) lag when entry points are factored in.
I did not include US cities but I believe New York City might be notable.
Mordisquitos|5 months ago
> [...] Madrid has a dense network too (≈0.50), though well behind Paris.
As a native of Madrid, I must point out that using the nominal surface area of the municipality of Madrid (~605 km²) is misleading for these purposes due to the Monte del Pardo [0] and Soto de Viñuelas [1], two fenced off forest areas covering around 180 km² between them. The impact of these areas on the nominal surface area of the city is visually obvious when you compare the outlines of Madrid and Paris administrative areas:
+ Madrid: https://www.openstreetmap.org/relation/5326784
+ Paris: https://www.openstreetmap.org/relation/7444
As a result, the relevant surface for estimating the density of Metro stations in Madrid should be at most ~425 km². While one may arguably also want to exclude the Bois de Boulogne and the Bois de Vincennes from the surface area of Paris, even the "de-Pardo'd" surface area of Madrid still contains significant non-urban areas such as the Casa de Campo forest, large non-built-up areas, and even most of its airport.
(In any case though, after this pedantic "well ackshually", I must also point out that a few Madrid Metro stations actually fall outside of its municipal limits. I would get out more, but I live in a town without a Metro)
[0] https://en.wikipedia.org/wiki/Monte_de_El_Pardo
[1] https://en.wikipedia.org/wiki/Soto_de_Viñuelas
lucianbr|5 months ago
Dansvidania|5 months ago
Incredibly impressive. Is there a public dataset that was used to build this?
decimalenough|5 months ago
igravious|5 months ago
(a) it contains models of North American stations, and
(b) it does not contain stations from the St Petersburg[1] or Moscow metros which are significant European metros (the Moscow metro[2] is the longest in Europe)
[1] https://en.wikipedia.org/wiki/Saint_Petersburg_Metro
[2] https://en.wikipedia.org/wiki/Moscow_Metro
misterdata|5 months ago
https://satoshi7190.github.io/Shinjuku-indoor-threejs-demo/
neuronic|5 months ago
alkyon|5 months ago
https://en.m.wikipedia.org/wiki/M%C3%A1laga_Metro
Warsaw Metro has 36 station but only one is included. Metro systems of Kyiv, Minsk, Saint Petersburg and Moscow are not shown at all.
Edit: Removed Vilnius as it has only plans for a metro system
throw-the-towel|5 months ago
nsavage|5 months ago
neuronic|5 months ago
doabell|5 months ago
mezod|5 months ago
poppobit|5 months ago
Havoc|5 months ago
Well done!
ExpertAdvisor01|5 months ago
paduc|5 months ago
spookie|5 months ago
ahoka|5 months ago
itsmevictor|5 months ago
gerikson|5 months ago
jamesblonde|5 months ago
lippihom|5 months ago
burnt-resistor|5 months ago
coreyh14444|5 months ago
[deleted]
burnt-resistor|5 months ago