FINDINGS:
Finding #1.
Removing one automobile and replacing it with a bike equates to a reduction of
0.00000119 percent of the Central Valley's annual CO2 production of 43,000,000 tons. This brings into question the value of spending $200,000 of Federal grant money plus substantial sums of local dollars for such a miniscule reduction.
CITY - DISAGREES, WITH CLARIFICATION.
This finding speaks directly to the reduction in em1ss1ons from replacing an automobile with a bicycle. However, the overall purpose of the Bakersfield Bicycle Transportation Plan, the document created with $200,000 clean air Federal grant, was to improve the existing network of bicycle lanes and the overall biking environment. Any reduction to CO2 emissions is a benefit, but not the only reason for the development of the plan, and the value this plan has brought to the City.
Finding #2.
According to their own website, the design consulting firm is biased toward bicycles and other forms of alternative transportation.
CITY - AGREES, WITH CLARIFICATION.
A consultant with extensive experience in multimodal transportation design was commissioned for the project. Renowned for their leadership in active transportation, they have played a key role in advancing safer street designs for pedestrians and cyclists. Since streets are often designed with a bias toward vehicle travel, it was essential to engage a firm specializing in multimodal solutions to ensure the needs of those walking and bicycling were properly addressed.
Finding #3.
The weather extremes and poor air quality in Bakersfield do not support a movement toward bicycles from automobiles.
CITY - DISAGREES, WITH CLARIFICATION.
Throughout the development of the City's new Active Transportation Plan, staff received significant public support, both during the City's public outreach process as well as feedback during public meetings, regarding the need for more bicycle lanes and overall active transportation infrastructure. This support shows there is a public desire for more bicycle facilities regardless of the air quality and the weather in Bakersfield.
Finding #4.
There are no practical alternatives for relocating traffic from H Street: Chester Avenue is too congested to move traffic to that street; Union Avenue and Oak Street are too far from H Street to be viable options.
CITY - AGREES.
City agrees with this finding. Traffic on H Street will be slower; however, this change supports City Council's goals of providing bicycle lanes and reducing vehicle speeds (traffic calming) to make Bakersfield's streets safer for all users.
Finding #5.
The narrowing of automobile lanes to accommodate bicycle lanes often has a positive impact of also tending to compel automobile drivers to reduce speeds.
CITY - AGREES, WITH CLARIFICATION.
Section 13.12.030 of the Bakersfield Municipal Code adopts the Caltrans Highway Design Manual. The manual discusses when reducing the lane widths from 12 feet to 11 feet, there are added benefits to improve active transportation, improving safety for bicyclist, and create overall traffic calming without negatively impacting the overall functionality of the road.
Finding #6.
Roads in new developments can be designed to accommodate bicycle lanes without inhibiting the flow of automobile traffic.
CITY - AGREES, WITH CLARIFICATION
The City has the ability to update road standards to meet the needs of the community and the goals of City Council at its own discretion.
Finding #7.
A cost of ~$15,000 per mile for the installation of a bicycle lane is only a reasonable expense if there is a demand for the lanes.
CITY - DISAGREES, WITH CLARIFICATION
Demand is difficult to measure when there is no bicycle lane. The City's Complete Streets resolution was updated to include bicycle lanes on all arterial roadways.
Studies and experiences in U.S. cities show that bicycle lanes increase ridership and may help jurisdictions better manage roadway capacity 1 Council goals include the updating of the General Plan's Circulation Element, emphasizing multimodal transportation and safety, implementing changes to Public Works Transportation Development Standards, and emphasizing safe and effective multimodal facilities and traffic calming.
RECOMMENDATIONS:
Recommendation # 1.
By July 1, 2025, the City should consider revising its Request for Proposal (RFP) material to better identify potential conflicts or biases of proposals. (Finding #2) City agrees, with clarification with this recommendation. The City does follow all rules and guidelines when managing the RFP process to select consultants.
However, the City will conduct a review of its current practices to reduce the potential for conflicts or biases.
Recommendation #2.
Automobile and bicycle traffic counts should be conducted prior to installation of new bicycle lanes on existing roadways starting September 1, 2025. (Finding #5)
City disagrees with this recommendation. It is difficult to count bicycles if there are no bicycle lanes. Most fatal and serious injury bicyclist crashes occur at non intersection locations. Nearly one-third of these crashes occur when motorists are overtaking bicyclists; because the speed and size differential between vehicles and bicycles can lead to severe injury. Many people are not comfortable riding a bicycle because of their fear that this type of crash may occur. To make bicycling safer and more comfortable for most types of bicyclists, State and local agencies should consider installing bicycle lanes. l Studies and experiences in U.S. cities show that bicycle lanes increase ridership and may help jurisdictions better manage roadway capacity. l
Delaying the installation of new bicycle lanes would conflict with the City Council goal to implement safe multimodal transportation opportunities on all roadways and would also conflict with the adopted Complete Streets Resolution .
Recommendation #3.
By September 1, 2025, cost /benefit models should be developed prior to the installation of any bicycle lane. (Finding #8)
City disagrees with this recommendation. Motor vehicle vs. bicycle accidents are reduced by 49-53% when bike lanes are installed . l Eliminating bicycle lanes due to cost concerns would conflict with the City Council goal to implement safe multimodal transportation opportunities on all roadways and would also conflict with the adopted Complete Streets Resolution .
1 Proven Safety Countermeasures - Bicyc le Lanes - US Departme nt of Transportation Federal Highway Administration https://highways.dot.gov /safety/proven-safety-countermeasures/bicycle-lanes