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OTTAWA WESTERN LRT

PROPOSALS:A RESIDENTIAL WALKABILITY

STUDY

Jason White

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Overview

Data Sources

Street maps from GeoBase

Population data from Statistics Canada

Proposed LRT station sites from ottawa.ca Methodology

From each proposed station, custom algorithmwalked out in all possible directions for 800m

Determined the true catchment area for eachstation/proposal

Plotted total catchment area for each proposal,colour-coded to population density

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Overview

Map Notes

Each proposed station is circled with 800m aerial

distance boundary

800m walking distance is North American standardOttawa typically uses 600m

Street locations within walking distance are

colour-coded with residential population density

Walking distances are approximated by streetsegment lengths

Short-cuts through parks generally not accounted for

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Western LRT Proposal

SummaryProposal #

Stops

Catchment

Street Length

(km)

Walkable

Population

Walkable

Population /

Stop

Richmond

Underground

8 89 21809 2726

Richmond

Underground

North

8 85 20630 2579

Richmond via

Rochester Field

8 91 22313 2789

Parkway 8 81 19676 2460

Richmond via

Churchill

8 98 23960 2995

CPR-Richmond 8 91 22313 2789

Carling 11 133 29666 2697

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Conclusions

Carling option has larger catchment, morewalkable population, but also more stops

Population per stop comparable to other proposals

Parkway option has very poor walkability,compared to other options

Richmond via Churchill has highest walkablepopulation per stop, due to Byron station, uniqueamong options

Richmond via Rochester Field and CPR-Richmond have identical performance here

Stations are in virtually identical locations

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Notes

Walkability is but one aspect of good transit

system design

Network flow, throughput, reliability other major

factors Generally, higher walkability often correlates

with lower reliability due to increased stops

Compromises must be made Locating stations near to dense populations is

desirable, all other factors being equal