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HomeMy WebLinkAboutDirectors Order 2026-02 Authorizing Installation of Stop Control at Unsignalized Intersections CITY OF BOZEMAN TRANSPORTATION AND ENGINEERING DIRECTOR’S ORDER 2026-02 Authorizing Installation of Stop Control at Unsignalized Intersections Pursuant to my authority as the Director of Transportation and Engineering, and as set forth in BMC Sec. 36.05.010 and BMC Sec. 36.08.010, I hereby authorize the programmatic installation of stop control at uncontrolled intersections under city of Bozeman jurisdiction citywide. Based on the Engineering Investigation and Recommendation for Uncontrolled Intersections in the City of Bozeman in Appendix A, the Department of Transportation and Engineering is directed to immediately begin design and construction of appropriate stop control at unsignalized intersections. DATED this 26th day of May, 2026. ___________________________________ Nicholas Ross, P.E. Director of Transportation and Engineering City of Bozeman Appendix A: An Engineering Investigation and Recommendation for Uncontrolled Intersections in the City of Bozeman Docusign Envelope ID: 808FFC4C-47B1-870E-8294-ACB58F0431EC An Engineering Investigation and Recommendation for Uncontrolled Intersections in the City of Bozeman May 2026 Staff Contributions: Nicholas Ross, P.E. - Transportation and Engineering Taylor Lonsdale, P.E. - Transportation and Engineering Danae Giannetti, P.E. - Transportation and Engineering Docusign Envelope ID: 808FFC4C-47B1-870E-8294-ACB58F0431EC Context In support of a Bozeman City Commission priority to improve transportation safety and the safe systems approach identified in the Bozeman Streets Are For Everyone (SAFE) plan developed in 2022, City staff have identified uncontrolled intersections as an area of need. Staff have received significant public complaints regarding uncontrolled intersections and the lack of understanding our changing population has demonstrated for safe travel of these intersections. This document has been completed under the direction of Director Nicholas Ross, P.E. of the Department of Transportation and Engineering with the purpose of providing an engineering evaluation of uncontrolled intersections and development of a programmatic approach to management of these intersections. Background Montana Code Annotated 61-8-339 states that when two vehicles approach an intersection from different highways at roughly the same time, the driver to the left must yield to the driver on the right. However, there is a variety of understanding among Bozeman drivers that has been shared with City of Bozeman Engineering staff on how they are to behave at uncontrolled intersections. This input includes “who gets there first gets to go” to “east-west streets take priority”. There is no clear basis for the variation in understand and most are conflicting. This variation reduces predictable driving behavior and increases the probability of a collision. Furthermore, a by-product of the travel growth experienced in Bozeman in recent years is the increased probability of two vehicles approaching an uncontrolled intersection at the same time. The placement of stop signs across the city has not been consistent with development of neighborhoods, such as the Valley Unit Neighborhood having uncontrolled intersections while other nearby neighborhoods such as Harvest Creek have stop control at all intersections. Predictability and consistency are foundational to improving the safety of a transportation system. Therefore, the City of Bozeman’s Transportation and Engineering staff have prepared a plan for the installation of stop control at all uncontrolled intersections within the city limits. Stop signs shall not be installed as speed management devices in accordance with the standard stated in the Manual on Uniform Traffic Control Devices (MUTCD) Section 2B.06. Guidance Summary As outlined in Section 2B.06 of the MUTCD, several factors should be considered when selecting a form of intersection control including (but not limited to) motor vehicle, bicycle, and pedestrian traffic volumes on all approaches, driver yielding behavior with regard to all modes of conflicting traffic (including bicyclist and pedestrians), sight distance available on each approach, and reported crash experience. Section 2B.06 of the MUTCD also states that “The type of traffic control used at an unsignalized intersection should be the least restrictive that provides appropriate levels of safety and efficiency for all road users.” While uncontrolled intersection control is the least restrictive option, it does not provide the appropriate levels of safety for all road users when a clear understanding is lacking among drivers on Docusign Envelope ID: 808FFC4C-47B1-870E-8294-ACB58F0431EC how to behave at the intersection when another driver simultaneously approaches. The next least restrictive option is installing yield control on the minor road. This has been used in several locations across the city, such as the intersection of Broadwater Street and Yellowstone Avenue. Section 2B.10 of the MUTCD provides guidance that yield signs should be considered at intersections where a full stop is not necessary at all times. Based on City of Bozeman Engineering staff’s engineering judgement, expecting a full stop at our neighborhood local street intersections aligns with the “Streets are for Everyone” (SAFE) Plan. When converting from a less restrictive (no intersection control) to a more restrictive (minor road stop control), the MUTCD also provides guidance in Section 2B.08 on alternative treatments to first consider. Of those alternative treatments, very few address the combined challenge of driver misinformation, inconsistency with intersection control across the city, varied predictability in terms of driver yielding behavior, and fiscal constraints. Section 2B.11 of the MUTCD provides the following guidance on conditions to consider through engineering judgement of when to install stop control on the minor road approach: 1. Restricted intersec>on sight distance. 2. Historical crashes that are suscep>ble to correc>on by installa>on of a minor road stop control (either three or more reported crashes in a 12-month period or six or more reported crashes in a 36-month period). 3. A lower func>onal classifica>on road intersec>ng a higher func>onal classifica>on road. 4. When condi>ons that previously supported the installa>on of all-way stop control no longer exist then minor-road stop control should be considered. Section 2B.07 outlines guidance for determining the minor road for unsignalized intersections. There is not consistent traffic volume data available for all the streets with uncontrolled intersections in the city. As a proxy measure, adjacent land use and network connectivity were considered as indicators for which direction may have lower or higher traffic volumes. Approaches with estimated lower traffic volumes were defined as the minor street approaches. There are many locations where two streets have relatively equal volumes, speeds, and/or other characteristics. Section 2B.07 also provides guidance on factors to consider in these situations including controlling the direction that conflicts the most with established pedestrian crossing activity or school walking routes; controlling the direction that has obscured vision, dips, or bumps that already require drivers to use lower operating speeds; and controlling the direction that has the best sight distance from a controlled position to observe conflicting traffic. Approach Engineering judgement informed by the MUTCD guidance is the basis for addressing uncontrolled intersections across the City of Bozeman with a primary objective of increasing driver predictability and consistency of the transportation network. While staff acknowledge that the MUTCD guidance provides conditions in Section 2B.11 regarding historical crash data, it is not presented as standard language. Docusign Envelope ID: 808FFC4C-47B1-870E-8294-ACB58F0431EC Instead, a more proactive approach is recommended rather than waiting until additional crashes have occurred. There are uncontrolled intersections which are very close to meeting or have met the crash records condition such as 6th and Story where three crashes occurred within a 12-month period and West Dickerson Street and South Grand Avenue where four crashes within a 12-month period were documented. Not every uncontrolled intersection meets this condition, but many intersections have geometry, adjacent land use, and user types similar to the intersections that have met the crash condition. Therefore, based on the SAFE Plan priorities and using engineering judgement, a systematic approach was used to recommend installation of stop signs at all uncontrolled intersections within city limits. The minor road stop control was the selected treatment to both clearly establish right-of-way and consistently define expectations of driver behavior. City of Bozeman Engineering staff applied additional guiding principles in the proposed layout of stop signs. In locations such as around Montana State University where there is a street grid of uncontrolled intersections with streets having similar volumes, no more than two blocks of free flow movements have been prioritized. The intent is to avoid introducing lower friction routes that generate cut-through traffic. Corridors intended to handle larger vehicle volumes such as South Willson Avenue or South 8th Avenue allow for greater efficiency of through traffic. Local neighborhood streets are not intended for more than 1,000 vehicles per day. Although not a primary objective, discouraging cut-through vehicles on local neighborhood streets is an acknowledged effect of this systematic approach to stop sign installation. Uncontrolled intersections were identified by staff through use of the signing inventory GIS data. Staff in the streets department used StreetSmart street view to verify conditions. In areas where uncontrolled intersections are dispersed between stop-controlled intersections, such as along Arthur Street and Hayes Street between South 6th Avenue and South Willson Avenue, consideration was given to the existing orientation of stop signs so to not inadvertently create through streets that allow continuous movement through a neighborhood. Proposed signing was planned by zone, roughly defined as neighborhoods or areas between existing arterial and collector streets. At three-leg intersections, stop signs were generally proposed on the minor street approach. Conclusion It is acknowledged that the city-wide systematic approach of installing stop signs is likely to be an iterative process. All-Way Stop Control will be evaluated on a case-by-case basis using the warrant and standard rigor outlined in the MUTCD. In situations where low stopping compliance is observed, consideration will be given to circular intersection designs. Staff will monitor crash data and document community feedback on the changes to intersection control moving forward. This data and feedback will inform modifications to the traffic control in the future. Docusign Envelope ID: 808FFC4C-47B1-870E-8294-ACB58F0431EC