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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Seattle's Bridge Seismic Retrofit Program: Philosophy, Policies, and Criteria</title>
      <link>https://trid.trb.org/View/2263590</link>
      <description><![CDATA[This paper provides an overview of the Philosophy, Policies, and Criteria (PPC) along with how The Seattle Department of Transportation (SDOT) developed its seismic retrofit philosophy and established its policies upon which the criteria are based. The application of the PPC to one of the seven bridges, the Fauntleroy Expressway, will be demonstrated in this paper. The precast prestressed concrete "I" girder Fauntleroy Expressway was built in 1963 and consists of 25 spans ranging from 26 meters to 39 meters.]]></description>
      <pubDate>Mon, 02 Feb 2026 14:13:56 GMT</pubDate>
      <guid>https://trid.trb.org/View/2263590</guid>
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      <title>Seismic Retrofit of an Historic Steel Arch Bridge: Lessons Learned</title>
      <link>https://trid.trb.org/View/2209155</link>
      <description><![CDATA[This paper provides a summary of the challenges and lessons learned during the design and construction phases of the seismic retrofit of the North Queen Anne Drive Bridge, which is located just north of downtown Seattle, Washington. Some of these challenges included difficult site access, environmental concerns, minimizing the visual impact of the retrofit, as well as modifying an existing structure with limited as-built information. The lessons learned during this project may offer valuable insight for projects elsewhere with similar constraints. The North Queen Anne Drive Bridge, an historic steel structure built in 1935, is owned and maintained by the City of Seattle Department of Transportation (SDOT). It is comprised of seven spans, the main span of which is a 140-foot long three-pin steel arch (Figure 1). The six approach spans consist of steel girders and stringers supported by steel columns cross-braced in the transverse direction. This 327-foot long bridge crosses a steep ravine, at the base of which is a wetland. The structure is 45-feet wide with a 2000-foot horizontal curve.]]></description>
      <pubDate>Tue, 22 Oct 2024 15:57:24 GMT</pubDate>
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      <title>Prioritizing Pedestrian and Bicyclist Count Locations for Volume Estimation</title>
      <link>https://trid.trb.org/View/1851775</link>
      <description><![CDATA[As data collection programs grow, cities need a way to systematically deploy counting equipment in a way that ensures robust pedestrian and bicyclist volume data are collected across a spectrum of use patterns and infrastructure contexts. This paper presents the findings from a deep dive into pedestrian and bicyclist volumes and exposure, including statistical modeling, as well as translating the outputs into an algorithm for systematically growing Seattle Department of Transportation’s nonmotorized count data collection program. The data collection location prioritization algorithm described in this paper provides a roadmap for cities and other agencies as they build their nonmotorized data collection programs.]]></description>
      <pubDate>Fri, 14 May 2021 10:45:17 GMT</pubDate>
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      <title>Mapping Urban Freight Infrastructure for Planning: A Demonstration of a Methodology</title>
      <link>https://trid.trb.org/View/1497151</link>
      <description><![CDATA[Urban transportation infrastructure includes facilities such as loading docks and curb space which are important for freight pick-up and delivery operations.  Information about the location and nature of these facilities is typically not documented for public or private urban freight stakeholders and therefore cannot be used to support more effective private sector operations or public sector planning and engineering decisions. Consequently, there is considerable value in performing an accurate inventory and evaluation of the system. In response to this urban freight challenge, the Seattle Department of Transportation (SDOT) contracted with the Supply Chain Transportation and Logistics Center (SCTL) at the University of Washington to develop a process to address the lack of information regarding the capacity for freight and parcel load and unload operations in dense urban areas of Seattle. This works focuses on the development of a data collection method for documenting private urban freight infrastructure that does not require prior permission, is ground-truthed, and can be completed within reasonable cost and time constraints. This paper presents the methodology, which consists of a survey form, survey collection app, data quality control process, data structure and a proposed typology for off public right of way freight loading / unloading infrastructure based on basic physical infrastructure characteristics. The data collection process methodology is applied to three Seattle urban centers.  The method was then revised and improved for a second data collection effort in two additional urban centers.]]></description>
      <pubDate>Wed, 28 Feb 2018 17:00:10 GMT</pubDate>
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      <title>Built environment effects on cyclist injury severity in automobile-involved bicycle crashes</title>
      <link>https://trid.trb.org/View/1376913</link>
      <description><![CDATA[This analysis uses a generalized ordered logit model and a generalized additive model to estimate the effects of built environment factors on cyclist injury severity in automobile-involved bicycle crashes, as well as to accommodate possible spatial dependence among crash locations. The sample is drawn from the Seattle Department of Transportation bicycle collision profiles. This study classifies the cyclist injury types as property damage only, possible injury, evident injury, and severe injury or fatality. The authors' modeling outcomes show that: (1) injury severity is negatively associated with employment density; (2) severe injury or fatality is negatively associated with land use mixture; (3) lower likelihood of injuries is observed for bicyclists wearing reflective clothing; (4) improving street lighting can decrease the likelihood of cyclist injuries; (5) posted speed limit is positively associated with the probability of evident injury and severe injury or fatality; (6) older cyclists appear to be more vulnerable to severe injury or fatality; and (7) cyclists are more likely to be severely injured when large vehicles are involved in crashes. One implication drawn from this study is that cities should increase land use mixture and development density, optimally lower posted speed limits on streets with both bikes and motor vehicles, and improve street lighting to promote bicycle safety. In addition, cyclists should be encouraged to wear reflective clothing.]]></description>
      <pubDate>Wed, 23 Dec 2015 08:09:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1376913</guid>
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      <title>More to go</title>
      <link>https://trid.trb.org/View/1323595</link>
      <description><![CDATA[Seattle Neighborhood Greenways is a grassroots organization that is dedicated to making the residential streets of its namesake city into peaceful, attractive streets that are protected from cars cutting through them at dangerous speeds. The Seattle Department of Transportation (SDOT) and its new director, Scott Kubly, are supporters of the organization as the idea of urban neighborhood greenways fits into the framework of its sustainable transportation network. This article provides an overview of the organization and how it can be replicated in other cities.]]></description>
      <pubDate>Fri, 26 Sep 2014 14:24:16 GMT</pubDate>
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