Canadian Pedestrian Network Database
Metadata Report
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Acknowledgement
The Canadian Pedestrian Network Database was made possible by the ongoing efforts of organizations that produce and maintain open data and by the cooperation of organizations that have either given permission to include their publicly available data or directly provided their data for release as open data. The contribution and assistance of these organizations are gratefully acknowledged. This data was supported by Housing, Infrastructure and Communities Canada (HICC).
1. Overview
The Canadian Pedestrian Network Database compiles and harmonizes pedestrian infrastructure data from municipalities across Canada. The dataset was developed as part of a trio of mobility datasets produced by the Urban Data Lab and supported by Housing, Infrastructure and Communities Canada (HICC), complimenting the Canadian Cycling Network Database and the Canadian Public Transit Network Database. Initial work on these datasets was completed as part of the Open Database of Infrastructure.
Data was collected from municipal open data portals from November 2023 to February 2024. A total of 55 municipalities were found to have openly available pedestrian data. Pedestrian infrastructure encompasses built structures within urban environments designed to support walking as a mode of transportation. It includes pathways such as sidewalks, pedestrian paths, multi-use paths, unpaved paths, and pedestrian zones. Additionally, it incorporates connectors like crosswalks, bridges, underpasses, and stairways, which help pedestrians navigate obstacles safely and efficiently. This exploratory classification schema was designed to align with recognized guidelines and municipal data. Additional information such as width or surface material type is provided where available.
The Canadian Pedestrian Network Database release includes the following files:
- A geospatial dataset: a national pedestrian network file compatible with geographic information systems.
- Metadata files: comma-separated value (CSV) files containing information on data sources and column descriptions.
- A metadata report: further information on methodology and results.
This report presents the methodology used to produce the dataset, key results, and limitations.
2. Pedestrian infrastructure classification
Across Canada, individual municipalities publish pedestrian data, but different classification systems are typically used, making it difficult to compare between municipalities. A standard nomenclature or classification schema for pedestrian infrastructure was not found. Hence an exploratory classification system for pedestrian infrastructure in Canada is proposed in this report, drawing on existing transport design guides, research literature, and comparable frameworks from Canadian jurisdictions.
Review of pedestrian infrastructure guidelines and municipal data
Existing classification schemas for pedestrian infrastructure were reviewed, with the findings summarized in Table 1. The Can-Walk report (2024)Note , published by CHATR Lab and Housing, Infrastructure and Communities Canada (HICC), served as a primary reference. Can-Walk proposes a comfort and safety framework for analyzing pedestrian infrastructure. While it does not define an explicit classification schema, several infrastructure types are referenced. A broad definition of pedestrian infrastructure was adopted, encompassing designated spaces or routes used for travel on foot or with mobility aids within the built environment, while excluding hiking trails.
Sidewalks are identified in a variety of sources, including Can-Walk, the Transportation Association of Canada (2023)Note , and the British Columbia Ministry of Transportation (2019)Note , as paved walkways adjacent to roads. Sidewalks feature raised curbs or other design elements that separate them from vehicle traffic, accommodating a range of users such as individuals with mobility aids or strollers.
Pathways, by contrast, refer to walkways not bordering a road—often routed through parks, green spaces, or dedicated corridors. Factors affecting their comfort and accessibility include surface type (paved or unpaved) and intended users (pedestrian-only or multi-use).
Pedestrian zones—including pedestrianized streets, plazas, and promenades—have been documented in a limited number of municipal datasets. Although fewer explicit guidelines have been published on this category of infrastructure, examples can be found in local planning documents (City of Montreal, 2023Note ; City of Toronto, 2022Note ). The National Association of City Transportation Officials’ (NACTO) Urban Street Design Guide (2024)Note highlights the growing interest in pedestrian-focused street designs and plazas, illustrating how such zones are being adopted to improve walkability, safety, and placemaking.
Connecting infrastructure—including crosswalks, bridges, underpasses, and stairways—facilitates pedestrian movement across intersections, physical barriers, and changes in elevation. Variation in labeling practices underscores the need for more standardized approaches to identifying these features.
| Authors | Publication | Year | Description |
|---|---|---|---|
| CHATR Lab; Housing, Infrastructure and Communities Canada (HICC) | Can-Walk: Creating a Canadian Framework for Classifying Pedestrian Infrastructure | 2024 | A broad framework for evaluating pedestrian infrastructure. It covers sidewalks, pedestrian pathways, and multi-use paths, emphasizing width, surface material, and maintenance for safety and comfort. |
| Transportation Association of Canada (TAC) | Emerging Practice Briefing: Continuous Sidewalks and Bike Paths | 2023 | Discusses various pedestrian facilities with a focus on sidewalks alongside roadways, walkways connecting public spaces, and separated multi-use paths. |
| British Columbia Ministry of Transportation | Active Transportation Design Guide | 2019 | Differentiates types of pedestrian infrastructure (separated vs. non-separated sidewalks, off-street pathways, and graded-slope facilities such as stairs, ramps, elevators, and funiculars). |
| National Association of City Transportation Officials (NACTO) | Urban Street Design Guide | 2024 | Primarily focuses on sidewalk design, but also references shared streets (where pedestrians, cyclists, and vehicles mix at low speeds), pedestrian plazas, and crosswalks. |
| City of Montreal | Programme D’implantation De Rues Piétonnes Et Partagées | 2017 | Outlines a guideline for pedestrianized and shared streets. |
| Open Street Map (OSM) | Open Street Map Wiki | 2025 | Uses tags to classify pedestrian features (e.g., footway, sidewalk, and path. Includes tags for multi-use paths and pedestrian-only streets. |
A standardized classification schema
An exploratory classification schema is proposed that aligns with the guidelines reviewed in Table 1 and with the data available from municipalities. Summarized in Table 2 , this schema follows the Can-Walk (2024) approach by grouping pedestrian infrastructure according to separation from roadways, surface type (paved or unpaved), and intended users (pedestrian-only or multi-use). Additional infrastructure types that connect sidewalks and pathways—such as crosswalks, bridges/underpasses, and stairways—are also included.
Where possible, the Can-Walk (2024) report was used as a primary reference for labeling and descriptions. Several infrastructure types found in municipal data—namely bridges, underpasses, and stairways—were not referenced in Can-Walk and were therefore supplemented by the British Columbia Ministry of Transportation (2019) and NACTO (2024). Finally, pedestrianized zones draw their description based on municipal guidelines (City of Montreal, 2017).
Further validation of this schema is recommended to ensure alignment with existing guidelines and to confirm that the full range of pedestrian infrastructure types are adequately addressed.
| Infrastructure Type | Description | Primary reference |
|---|---|---|
| Sidewalk | A walkway directly adjacent to a roadway, usually separated by a curb or buffer, intended primarily for pedestrians. | Can-Walk (2024) |
| Pedestrian path | A dedicated pedestrian-only route not bordering a road (e.g., in parks, campuses, alleys, or greenways). | Can-Walk (2024) |
| Multi-use path | A separated, paved route that accommodates both pedestrians and other non-motorized users (e.g., cyclists). | Can-Walk (2024) |
| Unpaved path | A pedestrian or multi-use route with an unpaved surface such as gravel, dirt, or boardwalk. They may be pedestrian-only or multi-use. Excludes recreational hiking trails. | Can-Walk (2024) |
| Pedestrian zone | An area or corridor restricted to pedestrians where motor vehicles are prohibited, including pedestrian streets, plazas, and promenades. | City of Montreal (2017) |
| Crosswalk | A designated crossing point at or between intersections, marked or signaled for pedestrian right-of-way. | Can-Walk (2024) |
| Bridge or underpass | A dedicated pedestrian structure—either spanning above obstacles (bridge) or beneath them (underpass)—to provide safe passage. | Ministry of Transportation (2019) |
| Stairway | A set of steps that enables pedestrian movement across changes in elevation where ramps or pathways are impractical. | Ministry of Transportation (2019) |
3. Data Collection and processing
Data sources
Municipal open data portals across Canada were searched for geospatial pedestrian infrastructure data. The search was conducted by first using a list of the 100 most populous Canadian cities and subsequently expanding to lower population cities and towns. A total of 66 datasets from 55 municipalities were found across Canada (some municipalities maintained multiple pedestrian datasets, for example splitting sidewalks from multi-use paths). Only data that was in a geospatial format was included (static images and PDFs were not included in the dataset).
Data was collected between November 2023 to February 2024. The date of publication for each dataset ranges from 2016 to 2024 . Full records of the date of publication, data sources, and licensing can be found in the accompanying data sources CSV included in the release folder.
Processing
The primary processing component for the database comprised reformatting the source data to a standardised format and mapping the original dataset attributes to standard variable (column) names. Key processing steps included: standardization, assigning spatial regions, filtering, deduplication, and cleaning.
Standardization
Initial data processing was conducted to convert each file into a common geospatial format. Files were converted to the same spatial reference system (NAD 83 / Statistics Canada Lambert - EPSG:3347).
Infrastructure types were standardized according to the schema outlined in Table 2 . Municipal labels were translated by creating a data dictionary. Google Street View imagery was used to validate a subset of each municipal dataset to ensure accurate route classification. If present in municipal data, the width column was standardized to meters and the surface type column was standardized to a common set of categories: paved (concrete or asphalt), gravel, wood, or natural.
Assigning spatial regions
The data was spatially assigned to a Census subdivision (CSD) and Census metropolitan area (CMA) from the 2021 Census geographies using the midpoint of each route segment. CSDs are municipalities or areas designated as the equivalent to municipalities for statistical purposes.
Calculating route distances and geographic projection
To calculate the distances along each route segment, the centroid of each segment was used to determine the appropriate Universal Transverse Mercator (UTM) projection. Distances along each segment were then calculated after converting each segment to its appropriate UTM projection. After the calculation, the data was projected back to NAD83 / Statistics Canada Lambert coordinate reference system (CRS).
Cleaning
As part of the cleaning phase, only records that were relevant to the scope of this dataset were included. Records were filtered that were not related to pedestrian networks (such as driveways and parking lots), where the status indicated that they were inactive, and that were exact duplicates. Records that had overlapping geometries were flagged and dropped if appropriate. Where applicable, polygons were converted to lines to reduce the file size, and to standardize the representation.
Validation
The data were subject to several rounds of validation. Columns were assessed to ensure entries were valid and in the expected format. Missing values in each column were counted and any records with missing geometries were dropped. The latitude and longitude of records were checked to ensure that they fell within a valid range. Any data points that fell outside Canadian boundaries were dropped. Finally, Google Street View imagery was used to validate a subset of each municipal dataset to ensure route classification was true to ground conditions.
In general, the data represents what is available from the original sources without modification. The exception to this includes the assignment of infrastructure classification, standardization of surface type and width variables, and the addition of CSD names.
4. Data summary
Geographic coverage
A total of 66 pedestrian datasets were identified, spanning 55 municipalities. The number of municipalities found from each province is shown in Table 3. The coverage across Canada is not exhaustive and may improve with future updates as more data becomes available.
| Province/Territory | Municipality count |
|---|---|
| Alberta | 5 |
| British Columbia | 15 |
| Manitoba | 1 |
| New Brunswick | 3 |
| Newfoundland and Labrador | 0 |
| Northwest Territories | 0 |
| Nova Scotia | 1 |
| Nunavut | 0 |
| Ontario | 23 |
| Prince Edward Island | 0 |
| Quebec | 5 |
| Saskatchewan | 2 |
| Yukon | 0 |
| Total | 55 |
Pedestrian infrastructure types
Municipalities varied in the classes of pedestrian infrastructure they reported. Across Canada, 87% of municipalities had data for sidewalks—making it the most commonly reported category—followed by 55% reporting data on pedestrian pathways, 38% unpaved paths and 24% multi-use paths. Less commonly reported were connecting infrastructure. Only 7% of data corresponded to crosswalks, 13% bridges and underpasses and 9% stairways.
A total of 33% of datasets included width information for pedestrian infrastructure, while 52% included the surface material.
| Infrastructure Type | Proportion of municipalities with data |
|---|---|
| percent | |
| Sidewalk | 87 |
| Pedestrian path | 55 |
| Multi-use path | 24 |
| Unpaved pathway | 38 |
| Pedestrian zone | 5 |
| Crosswalk | 7 |
| Bridge or underpass | 13 |
| Stairway | 9 |
5. Data use
Limitations
Data was taken from municipalities who provided their data openly. Although steps were taken to process, clean and validate the data, the provided data was strived to be taken “as-is”. Therefore, the data accuracy is largely dependent on what was provided.
The variation of terminology each data provider uses for their dataset can lead to ambiguous interpretation of pedestrian infrastructure types, although validation was conducted as part of the processing workflow. Further validation of the classification schema is recommended to ensure alignment with existing guidelines and to confirm that the full range of pedestrian infrastructure types is adequately addressed.
Not all municipalities have open pedestrian network data. This results in coverage gaps for jurisdictions that have not yet provided open pedestrian data. Coverage across Canada is therefore not exhaustive and may improve with future updates as more data becomes available.
How to cite this dataset
Statistics Canada. (2025). Canadian Pedestrian Network Database. https://www150.statcan.gc.ca/n1/pub/34-26-0004/342600042025001-eng.htm.
Contact
For queries, corrections, or omissions, please contact us at statcan.lode-ecdo.statcan@statcan.gc.ca. Please include the title of the open database in the subject line of the email.
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