SENAKW Bikeway

Dear All:

Re: Kits Point Transportation Upgrades – Bikeways

The infrastructure changes planned by the CoV on Greer Ave., Chestnut St., Cypress St. and key  intersections along Cornwall Ave. in Kits Point are not optimal for the Kits Point Community nor for the future residents of the Sen̓áḵw development.

The CoV has reviewed in-camera the secret Bunt & Associates’ Traffic Engineering Study that was paid for and completed for the benefit of the Sen̓áḵw Development. No current, transitional or end-of-project traffic has been shared with the broader community in support of a weak alternative traffic plan.

Sen̓áḵw will have the highest concentration of cyclists of any urban grouping in North America – potentially 10,000 or 2,500 cyclists per hectare. Because this will create more than a ripple-effect in the nearby communities, it demands very careful consideration of logical routings.

I’d like to propose a half-day workshop including representatives of Nch’ḵaỷ Development Corporation, Bunt & Associates, CoV traffic management, HUB Cycling and the Kits Point Community Association.

I am a retired Professional Engineer who has lived in Kits Point for 25 years. I am the past chair of an industry safety committee. I am interested in multi-modal traffic circulation and very concerned about pedestrian and cyclist safety.

  • In May of 2021, I led a traffic survey within the Point, in which residents recorded 45-15 minute counts, including traffic modal split between vehicles, bicycles and pedestrians. The results, An Astonishing Traffic Problem Quantified, are available on the website, and within an open-source database,
  • I have counted each of the 785 parking spot by type within the point. Generally, on-street parking on Creelman and along the connecting streets south of Creelman is 100% used. We do not have the luxury of removing X parking spots on Greer and Y spots on Cypress as proposed by the CoV to accommodate the Sen̓áḵw traffic plan.
  • I have measured most of the streets curb-to-curb to understand the constraints and options.

Having walked the streets of our neighbourhood, I’d like to propose the following for consideration by the CoV, the Kits Point Community and the future residents of Sen̓áḵw:

  • Remove Whyte as a Bikeway (low usage; poor connector)
  • Remove Chestnut as a Bikeway (safety concerns; better alternatives)
  • DO NOT make Greer a Bikeway (Not a Desire Path; poor connector; Preserve all parking)
  • Make Creelman the cross-connector Bikeway
    • Creelman already has twice as many cyclists as Whyte
    • Logical cross-connector from Sen̓áḵw
    • A bi-directional Bikeway on north side would have only two intersecting streets; no intersecting lanes; one driveway
    • Calm vehicles by making 1800 block one-way west; 1900 block one-way east
    • Preserve all parking on both sides of the street
  • Complete the Seaside Greenway on Ogden
    • Bi-directional Bikeway on north side would have no intersecting streets; no intersecting lanes; one walkway
    • Calm vehicles by making 1800 block one-way west; 1900 block one-way east
    • Preserve all parking

Zooming into the Burrard Bridge Transit Hub, pedestrians and cyclists, including Sen̓áḵw residents, have multiple options to access Henry Hudson School and the businesses along Cornwall and W1st without adding another bike route on Greer. Greer is not a Desire Path!

Finally, remove the bike lane on Chestnut, and consider restoring two-way vehicle traffic at the Chestnut/Cornwall intersection. Even if south-bound Chestnut had to turn right, it would take some pressure off the Cypress/Cornwall intersection, which is chaotic even in winter.  If a bit more space is needed, remove the sidewalk on the west side of the 1400 block of Chestnut. Chestnut is going to get very busy when Senakw traffic is added to existing resident, park visitor and institutional traffic, combined with restricting north-bound traffic on Cypress.

Nch’ḵay̓ West estimate their project will add 210-240 vehicles per hour on Chestnut:

“Sen̓áḵw is designed to be a transit-oriented, car-light community. With this car-light emphasis, combined with the already highly restricted parking regulations for the surrounding Kits Point neighbourhood, the impact on the surrounding streets will be insignificant. It is anticipated that the development will add 7 to 8 cars per minute on average, spread across the two site access points during peak hours.” (based on on-site parking of 600 vehicles, that has just been increased to 850 vehicles.)

Next Steps

If the Sen̓áḵw Project Team concurs, perhaps they could convene the meeting? They have stated that although Sen̓áḵw is not part of the City of Vancouver, they have stated that “the Nation is voluntarily providing opportunities for dialogue with the surrounding community to learn more about the project.”And that “Sen̓áḵw will be a new neighbourhood in the heart of Vancouver that will help redefine this area of the city. We will be neighbours for a long time. For this community to achieve its full potential we will need to be good neighbours to one another.”

Kerry Sully

2 thoughts on “SENAKW Bikeway”

  1. Overall, a general trend to more public transit, walking, and biking is evident. Senakw residential towers will provide only 600 parking spots, which to me indicates a leaning toward fewer cars.

    Let’s Ban the Bard for a start.

  2. On Sept 7, I sent the following to

    I have yet to receive a response to my email to you on February 27, other than a statement in today’s Public Engagement Summary – September 2023, wherein you state:
    Although currently out of scope, some engagement participants also expressed the desire for an east-west bikeway on Creelman Ave.

    Please advise how the consideration of Creelman as an east-west bikeway is “out of scope?” The far end of Creelman, at Arbutus, is a half kilometre from Senakw.

    A CoV Traffic Assessment and Management Study (TAMS)) requires an examination of existing conditions existing pedestrian network ( within 400 meters diameter) and existing bicycle
    network ( within 5 kilometre diameter). Creelman may not be yet designated by the COV as a part of the bikeway, but traffic counts I have linked you to in the past verify that it is actively used as such, and should not be ignored as a critical component.

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