Sample of Cluster Information Pages:

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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:

Before
After

Plan Particulaire d'Urbanisme:

Scenario 1:

Scenario 3:

Improved Neighbourhood Connectivity

Before
After

For Pedestrians

And Cyclists

Phase 3 Scenarios

Before
After
Before
After
Before
After

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

Before
After
  • 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)

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After
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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

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Renders Created for Phase 3:

Before and after images of the Jean-Talon - Wilderton intersection