Perceptions of Bicycle-Friendly Policy Impacts on Accessibility to Transit Services: The First and Last Mile Bridge, MTI Report 12-10

The coordination of bicycle and transit modes has received close attention from public transit planners and researchers in recent years, as transit agencies around the world have installed bicycle racks on transit vehicles, implemented bicycles-on-trains policies, and made other efforts to facilitate bicycle-transit integration. Many planners presume that the catchment area for transit is enlarged by these efforts, but geographic changes in the size of catchment areas have not been effectively documented. This research project was designed to assess the distances travelled on bicycle by cycle-transit users (CTUs), both those who use bicycles as a means of access to transit stops and stations and those who bicycle to and travel on transit with their bicycles. A mixed-methods approach was employed, using a literature review, a survey of cyclist-transit users in Philadelphia and San Francisco, and telephone interviews with a subset of survey respondents. Responses provided by CTUs in the two cities allow us to define their characteristics and behaviors in detail. What is more, they highlight two intriguing conclusions: that transit catchment areas can be much larger for cycle-transit users than for traditional transit users who access transit buses and rail on foot, and that the very concept of a cycle-transit catchment area is quite complex because of the variety of travel opportunities that cycle-transit coordination policies present transit riders. CTUs take advantage of larger catchment areas to reduce their travel costs, and they use those catchment areas in curious, less predictable and more varied ways

Extending Differential Fault Analysis to Dynamic S-Box Advanced Encryption Standard Implementations

Advanced Encryption Standard (AES) is a worldwide cryptographic standard for symmetric key cryptography. Many attacks try to exploit inherent weaknesses in the algorithm or use side channels to reduce entropy. At the same time, researchers strive to enhance AES and mitigate these growing threats. This paper researches the extension of existing Differential Fault Analysis (DFA) attacks, a family of side channel attacks, on standard AES to Dynamic S-box AES research implementations. Theoretical analysis reveals an expected average keyspace reduction of 2-88:9323 after one faulty ciphertext using DFA on the State of Rotational S-box AES-128 implementations. Experimental results revealed an average 2-88:8307 keyspace reduction and confirmed full key recovery is possible

Realizing the Vision of WCU’s Landscape Master Plan: A Panel Discussion

Bradley Flamm, WCU Office of Sustainability (Moderator), with Josh Braid, WCU Grounds Department, and Rodney Mader, WCU Campus Tree Committee Chair - Panel discussion: Realizing the Vision of WCU’s Landscape Master Pla

Mapping the Emotional Experience of Travel to Understand Cycle-Transit User Behavior

People experience emotions during travel. Driving, riding a bicycle, taking transit, and walking all involve multiple mental processes, potentially leading to various ranges of emotions such as fear, anger, sorrow, joy, and anticipation. Understanding the link between emotions and transportation environments is critical to planning efforts aiming to bring about a more environmentally sustainable society. In this paper, we identified, geo-coded, analyzed, and visualized emotions experienced by cycle–transit users, or CTUs, who combine bicycling and public transit in a single trip. We addressed two research questions: (1) What types of emotions do CTUs experience, why, and where? (2) How can mapping and understanding these emotions help urban planners comprehend CTU travel behavior and build a more sustainable transportation system? Based on 74 surveys completed by CTUs in Philadelphia, USA, we performed a content analysis of textual data and sketch maps, coded for emotional content, attached emotions with geo-referenced locations using GIS, and finally created four types of emotional maps. Overall, CTUs expressed 50 negative and 31 positive sentiments. Anger was the most frequently identified emotion, followed by disgust, fear, sadness, and joy. Twenty-five transportation planners reviewed the maps; the majority found that the maps could effectively convey an emotional account of a journey, opinions on routes and locations, or emotions attached to them. This paper advances theory and practice in two ways. First, the method privileges a heretofore little examined form of knowledge—the emotional experience of CTUs—and transportation planners confirm the value of this knowledge for practice. Second, it extends the study of emotional geographies to the transportation environment, pointing out venues for additional planning interventions. We conclude that mapping emotions reveals a more comprehensive understanding of travel experience that aids in better transportation planning and happier neighborhoods

Offsets and the Path to Carbon Neutrality in Higher Education and Study Abroad

Professors Paul Sylvester, Early & Middle Grades Education, and Michael Di Giovine, Anthropology, in conversation with Bradley Flamm - Offsets and the Path to Carbon Neutrality in Higher Education and Study Abroa

Movements of radio-tagged manatees in Tampa Bay and along Florida’s west coast, 1991–1996

Manatees wintering in Tampa Bay, Florida, were captured and fitted with satellite- and radio-telemetry equipment during a research project conducted from 1991 to 1996. Forty-four manatees were tagged after their capture in Tampa Bay; an additional 15 animals were tagged at other west coast locations. Locations of individual animals were estimated via satellite up to eight times per day, and observations of manatee locations were made in the field one or more times per week. These data were entered into a relational database and converted to a format accessible as points within a geographic information system (GIS). Seasonal densities of satellite locations were mapped for 33 manatees tagged in Tampa Bay. Within the bay, manatees aggregated at or near warm-water locations during winter. In other seasons, manatee density was highest in areas that had abundant sea grass and were close to fresh-water sources. Sequential data points for individual manatees were transformed into probable travel routes by using a GIS-based cost-path analysis. A map was created for each tagged manatee depicting estimated travel paths, and detailed descriptive information summarized major movements, tagging history, and physical characteristics. The travel patterns of male manatees were characterized by almost continual movement, often along predictable routes or circuits. Most males larger than 265 cm ranged 100 km or more away from Tampa Bay during non-winter months whereas smaller males remained in or near the bay. As males matured, their travel ranges appeared to expand. Female manatees used two general movement patterns. Small females and females with calves would use specific areas within a day’s travel of the warm-water sources for extended periods before moving to similar nearby areas for protracted stays. Females without calves and females longer than 330 cm with calves added long migrations between areas chosen for foraging.The ranges of some females extended south to Charlotte Harbor,the Caloosahatchee River,and the Everglades. Two tagged females traveled from Florida’s west coast to the east coast: one traveled south around the peninsula, and the other apparently moved east through Lake Okeechobee and the lock system