




Sample of Cluster Information Pages:




Public transport accessibility (to jobs) modelling using r5r travel time matrices with a 45 minute cutoff
Position Saint-Laurent as an HSR candidate based on its regional advantages, especially its proximity to Montréal–Trudeau Airport and the Technoparc.
Integrate HSR with existing transit and development plans, particularly the REM, to create strong connections between the station, airport, downtown Montréal, and surrounding employment areas.
Pair rail investment with coordinated land-use and economic-development strategies. The report cautions that HSR alone will not guarantee economic growth; benefits would depend on complementary planning and investment.
Larger Circle = Bigger Impact

Co-designed a bilingual survey on intercity travel behaviour and attitudes toward Alto high-speed rail
Cleaned and prepared responses from 6,636 participants for analysis
Used exploratory factor analysis to identify underlying dimensions in traveller attitudes and preferences
Applied k-means clustering to segment respondents into distinct traveller groups
Compared clusters across demographics, travel behaviour, station preferences, willingness to pay, and anticipated HSR use
Translated segment-level findings into targeted policy and service recommendations
Methods:
Results of K-means clustering analysis

The new ALTO High-Speed Rail (HSR) line will be Canada’s first HSR offering and will provide fast service between Toronto and Québec City along a dedicated corridor for a price tag of $90 billion. This will be one of the largest infrastructure projects in Canadian history and it is expected to significantly contribute to the national economy and alter corridor travel patterns for generations to come.
There is currently no large-scale market information available to policy makers to ensure Canada maximizes the benefits from this significant investment. This research contributes to the project by providing key information about the potential user groups using a market segmentation approach.
This research uses the Canadian High-Speed Rail survey and applies an exploratory factor analysis and k-means clustering approach to identifying distinct user groups. Six distinct clusters emerged from the analysis and provide insight into the various populations that will use HSR.
The results show that no single policy lever will maximize ridership, rather a tailored approach will be most useful in making the most of the investment
Executive Summary:
McGill University
Supervisor: Ahmed El-Geneidy
Fall 2025 - Spring 2026
02 — Supervised Research Project
Market Segmentation for Alto High-Speed Rail
Workshop session over route options and alternatives
Documented stakeholder feedback and reassessed options
Compared feedback with feasibility, adjusted station/corridor options
Recommendations
Deliverables: Presentation of findings, final report
Review results from economic, environmental, social integration analyses
Develop a multi-criteria analysis to assess broad impacts for Saint-Laurent
Prepare visuals, maps, and figures for presentation
Integrate client feedback from presentation into final report
Prepare and submit final report
Using the analysis from phase 3 to develop recommendations:
Phase 4: Findings
Due diligence in researching the project context:
Equal contributor to reports, memos, presentations, and client meetings
Primary point of contact for virtual client communication
Collected contextual data and produced spatial mapping
Contributed to HSR precedent and policy research
Participated equally in the project charrette
Led economic and station-integration impact research
Led R5R-based travel-time accessibility analysis for potential HSR/REM scenarios
Built GTFS feeds for the unopened western REM branches
Created visual elements through collaging and photoshop
My Role:
Deliverable: Impact assessment report
Phase 1: Contextual Research
Assessing the potential for noise & vibration impacts alongside habitat disruption
Assessed the line's potential short- and long-term economic impact on the borough
Analyzed the distribution of social benefits and burdens across socio-demographic groups
Assess the impacts of the line on accessibility, land use, and integration opportunities
Evaluating the desirability and long-term implications of the chosen station & corridor:
Phase 3: Impact Analysis
Deliverable: Situational report including high level routing options
Borough of Saint-Laurent
Concept visualization based on Google Earth 3D imagery and a HSR station reference. Composited and manually edited, then refined with AI-assisted redrawing of low polygon elements and sketch style rendering
Partners: Sara Poppel, Shadé Chrun-Tremblay, Yao Fu
Fall 2025
Phase 2: Charette
Evaluate whether routing the proposed Alto high-speed rail (HSR) line through Saint-Laurent with a potential station in or near the borough would be realistic, desirable, and beneficial. The study was to identify and compare route and station scenarios, determine a preferred scenario, and recommend how Saint-Laurent could maximize local benefits.
01 — Client Studio
Mandate:
Saint-Laurent High-Speed Rail Feasibility & Desirability
Data collection and mapping
Archival and policy research
HSR research and international precedents
Conducted a collaborative charrette with Saint-Laurent representatives and planners:
Deliverable: Memo
Portfolio
Urban Planning Experience
A selection of transportation, research, development, urban design, and geospatial projects completed through McGill University, TRAM, and Curbcut
Millenium Line Extension Business Case
Alto User Segmentation
HSR in Saint-Laurent
LaSalle PPU & Redevelopment
Western-Hochelaga 30-Year Master Plan
Canora REM Intersection Redesign
Curbcut
96% would use high-speed rail
6 different high-speed rail regions included
6,636 cleaned respondents

Constraints:
Existing infrastructure: Potential HSR alignments had to work around established rail corridors, highways, airport infrastructure, and existing rights-of-way.
Technical feasibility: Corridor options needed to accommodate HSR requirements such as track width, curve radii, gradients, tunnelling, and reduced urban operating speeds.
Multimodal access: A station needed strong integration with the REM, local transit, road access, walking, cycling, and Montréal–Trudeau Airport.
Urban integration: Routing and station development had to minimize barriers, property disruption, and conflicts with surrounding industrial, commercial, and residential areas.
Environmental sensitivity: Options needed to consider noise, vibration, pollution, protected natural areas, wetlands, and habitat impacts.
Traffic and circulation: The station area already faces congestion and constrained local access, particularly around Autoroute 13 and Henri-Bourassa.
Economic and social impacts: The project needed to support Saint-Laurent’s employment centres and development goals while limiting negative impacts on residents and local businesses.

Overall finding: Saint-Laurent warrants further consideration as an HSR station location, particularly because of its connections to YUL, the Technoparc, and the REM network.
Multiple-Accounts Analysis
Proposed HSR Alignment in Saint Laurent
Fares can be maximized through the high-income, work-oriented group that is looking to use the line for work travel
The two car-oriented groups emerge as targets for modal conversion, based on the positive HSR experiences of one group and the general curiosity for the other group
Station access interventions are an important cross-cutting policy item to attract ridership across clusters
A differentiated pricing strategy is needed to attract users with different needs and constraints
Strict punctuality standards will be important for multiple groups, but will be paramount for those using the line for work
Key Findings:
Priority Policy Areas:
03 — Planning Studio II
McGill University
Partners: Lydia Angel-Fox, David Gerchicoff
Winter 2025
PPU Development and Site Redevelopment in LaSalle
My Role:
Equal contributor to reports, memos, presentations, and meetings
Collected contextual data and produced spatial mapping
Performed site visits to ground truth assumptions
Calculated square footage and leaseable commercial and residential floor space on irregular building designs
Performed detailed pro-forma analysis on site options
3-D modelled site designs
Created visual elements through sketchup and lumion
Mandate:
Constraints:



Plan Particulaire d'Urbanisme:
Scenario 1:
Scenario 3:
Improved Neighbourhood Connectivity
For Pedestrians
And Cyclists

Phase 3 Scenarios
Scenario 2:
Original 3D massing and site design by author; AI-assisted architectural visualization. Deliverable only required massing models.
Right Site Attributes:
Continuous street frontage reinforces active urban edge
Narrow passages between buildings create intimate, enclosed pedestrian spaces
Massing frames a central public square for events, gathering, and leisure
Six-storey street-facing buildings maintain human scaled relationship with public realm
Units: 734
Units/Hectare 553
Avg Cost/Unit: $295,041
F.A.R. 3.35
Residential Space: 36,442m²
Commercial Space: 6,612m²
Interior Gathering Space: 1,428m²
Office Space: 0m²
Left Site:
Right Site Metrics:
Units: 249
Units/Hectare 188
Avg Cost/Unit: $692,649
F.A.R. 2.43
Residential Space: 17,383m²
Commercial Space: 7,322m²
Interior Gathering Space: 0m²
Office Space: 0m²
Terraced massing brings light into the site while creating green roofs and shared rooftop spaces.
Massing frames a central public square for events, gathering and leisure.
Stepped design limits sunlight restriction on central square
Open site layout improves connectivity
Units: 482
Units/Hectare 363
Avg Cost/Unit: $505,325
F.A.R. 3.6
Residential Space: 38,000m²
Commercial Space: 9,500m²
Interior Gathering Space: 0m²
Office Space: 0m²
Long, narrow passage between buildings creates attractive space for businesses and an inviting path for pedestrians
Interior courtyards create enclosed semi-private space for residents to unwind
Curved massing creates unique and memorable urban space
Open site layout with pedestrian cut-through improves connectivity
Phase 4: New Scenario
Phase 5: Individual
After our Phase 3 presentations after reviewing our presentation feedback and speaking with our instructors we decided to incorporate the overwhelming feedback to reduce the continuous massing of our previous versions and replace it with a more modular site design that was more permeable and created a more memorable place
High car dependence limited opportunities to reallocate or redesign the public right-of-way.
Newman and Dollard function as major arterials, further constraining changes to street design and circulation.
Existing commercial spaces serve nearby residents, so redevelopment needed to retain or replace local-serving uses through mixed-use development.
Redevelopment needed to integrate with the existing neighbourhood fabric while minimizing displacement and gentrification pressures.
A housing need meant the redevelopment had to add substantial housing while still maintaining liveability and neighbourhood fit.
Financial feasibility had to be demonstrated through pro forma analysis, so design ideas could not be purely conceptual.
Public-realm quality and connectivity had to support active transportation, permeability, comfort, and links to the surrounding area
Proposals needed to consider how spaces would be used in winter months
Evaluated whether SkyTrain's Millennium Line should be extended to UBC campus, using a multiple-accounts cost-benefit analysis to weigh the strategic, economic, and financial case.
Built custom GTFS feeds and ran an r5r-based accessibility analysis to model job access gains across the Vancouver region. No existing feed covered the proposed extension, so this had to be constructed from scratch
Forecasted yearly demand across 30-years from a single projection and derived per-boarding fare/cost figures from TransLink's aggregate reporting
Modeled the financial case (NPV, IRR, subsidy requirements) and benchmarked against Seattle, Toronto, and Hong Kong/UK precedents
Concluded the project doesn't generate a positive financial return (–$3.9B NPV) but scores strongly on accessibility, economic development, and customer service.
Recommended continued or expanded use of land value capture to close the gap
Phase 1: Context Analysis:
Fieldwork, mapping, and policy research to identify key opportunities and constraints
Phase 2: District Framework:
Developed a preliminary district scheme (PPU) and identified priority redevelopment sites
Phase 3: Scenario Testing
Created three redevelopment scenarios and tested them through design and proforma analysis
Phase 4: Final Plan
Refined the preferred scenario into a final redevelopment strategy and recommendations
Phase 5: Individual Design Development
Independently extended the team proposal through detailed design exploration and visual rendering
Original 3D massing and site design by author; AI-assisted architectural visualization. Deliverable only required massing models.



Pedestrian Circulation
Delivery Circulation
Bicycle Circulation
Selected Variant (Left Side Site)
Units: 111
Units/Hectare 378
Avg Cost/Unit: $451,231
F.A.R. 4.3
Studio 57%
1 Bedroom 26%
2 Bedroom 13%
3+ Bedroom 5%
Segmented passages between buildings creates attractive space for businesses and an inviting path for pedestrians
Pedestal design creates ample rooftop space for green roofs and leisure areas
Stepped design of towers limits the verticality experienced at the sidewalk level
Open site layout improves connectivity
Continuous facade strategically broken for permeability and human scale
Affordable Rent
Mixed-use
Funding from FTQ & CMHC
After our final presentations, we were encouraged to reflect on the entire development process and to sit down and make some strategic edits to our site plans with full executive authority before re-visualizing them. I chose to represent my site with full 3-d renderings using Sketchup and Lumion
04— Graduate Course Project
McGill University
Instructor: Dr. Ahmed El-Geneidy
Fall 2025
Millenium Line UBC Extension:
A Business Case
Original 3D massing, design, and rendering done by author in Sketchup and Lumion
05— Graduate Course Project
McGill University
Instructor: Dr. Ahmed El-Geneidy
Winter 2026
Rue Jean Talon & Avenue Wilderton
Intersection Redesign
Wrote a planning memo, on behalf of a neighbourhood advocacy group, proposing safety redesigns for the Jean-Talon & Wilderton intersection which has become a high-conflict crossing point for pedestrians and cyclists accessing the new Canora REM station.
Conducted on-site field observations, logging vehicle/pedestrian/cyclist movement counts and mapping conflict points and desire lines across three signal cycles
Identified core issues: wide-sweeping turn radii encouraging high-speed turns, a 20-second crossing window too short for limited-mobility users, and cyclists forced to choose between illegal sidewalk riding and mixed traffic
Proposed three interventions: dedicated pedestrian signals with extended (40s) crossing times and refuge islands; a protected 4m double cycle track connecting to the REM and surrounding bike network; and reduced corner radii/lane narrowing for traffic calming
Phased recommendations by cost/timeline — low-cost signal and marking changes through to higher-cost geometry and barrier changes — while preserving vehicle throughput (only one lane removed)
Before and after images of the Jean-Talon - Wilderton intersection
06— Planning Studio I
McGill University
Phase 1 Partners: Maria Gheorghiu, Teagan Betori, Andie Heck
Phase 3 Partners: Kamryn Martinez-Hawa, Cristina Batella
Fall 2024
Western-Hochelaga: A 30-Year
Community Plan
A 30-year local area plan for Western Hochelaga — bounded by the Saint Lawrence River, the CP Railway, rue Rachel, and rue Davidson — developed across a full-semester studio moving from neighbourhood diagnosis, through individual visioning, to a final team plan submitted to the borough.
Phase 1: Context Analysis
Researched the neighbourhood's economic, industrial, and real estate landscape, with particular attention to key stakeholders and land-use trends
Identified a still-strong industrial core undergoing de-industrialization and a shift toward creative/service-based industries, and flagged several formerly industrial sites with redevelopment potential
Found the neighbourhood remains primarily working-class, with rents rising despite still being comparatively low for Montréal
Deliverable: 12-page report, cover memo, and 12-minute team presentation on two boards
Phase 2: Individual Concept Plan — "A Connected Future"
Independently authored a 20–30 year vision diagram and memo, pitched to the class in a 1-minute presentation. Diagnosed the neighbourhood's core problems as unsafe mobility, rising rents, weak commercial centres, poor medical access, cut-off waterfront access, and flood risk. Proposed:
A connected active mobility network — protected bike lanes across six key streets, a naturalized multi-use corridor linking rue Rachel to Dezery Park, and a bicycle escalator/staircase to stitch together the cul-de-sac sections of rue Darling
A new tram line down rue Dezery into downtown, paired with 5 new Bixi stations in underserved pockets
A land bridge over the port rail lines into a new riverside park, plus a linear park along the ruelle Verte and an outdoor-theatre park at the old Angus factory site
Three new social housing projects, a new supermarket on rue Moreau, and a new medical clinic at Hochelaga/Préfontaine
Adaptive reuse of underutilized rue Moreau warehouses into artist/maker space, and conversion of Square Dézéry into an open market plaza
Phase 3: Final Local Plan — "Western Hochelaga 2049"
Vision: "In 2049, Western Hochelaga is a socially and physically healthy neighbourhood powered by vibrant communities, inclusive mobility, and innovative solutions to environmental challenges."
Synthesized individual and team input into three goals, seven objectives, and 20 actions:
Healthy Communities — a Community Food Sustainability Fund; a 500m-access community garden network modeled on Lufa Farms and Rosemont–La Petite-Patrie; a Vulnerable Person Registry modeled on Beaconsfield/Kirkland
Healthy Environment — bioretention basins in flood-prone zones; canopy cover expansion from 17% to 40%; a Solar Reflectance Index standard raised from 56 to 78, matching the Sud-Ouest borough
Healthy Movement — a north-south active mobility corridor along the CP rail line; protected bike lanes on seven priority streets; a high-frequency tram along rue Dezery to the Saint-Michel metro; safety upgrades at intersections with documented pedestrian fatalities/injuries
Two flagship interventions:
Green Multipurpose Community Hub — expropriation and remediation of a contaminated former CP lot (1950 rue Moreau) into a Batiment 7–style hub with vertical/outdoor urban agriculture, a produce market, maker space, and surrounding flood-mitigating parkland
Facteur de Résilience Climatique (FRC) policy — a green-infrastructure requirement for new construction, phased in via city-owned buildings first, based on Sud-Ouest's existing program
My Role:
Equal contributor to reports, memos, presentations, and meetings
Collected contextual data and produced spatial mapping
Performed site visits to ground truth assumptions
Researched precedents for transportation interventions
Led visual production (i.e. maps, collages, panels)
3-D modelled primary intervention and created photorealistic renders through V-ray
Conceptual map of Western Hochelaga 2049
Renders Created for Phase 3:
Before and after images of the Jean-Talon - Wilderton intersection













