Traffic Sites Research Articles

Towards a Conceptual Framework of Using Technology to Support Smart Construction: The Case of Modular Integrated Construction (MiC)

Construction is a major source of carbon emissions. Moreover, it faces various other sustainability challenges, such as construction waste, construction noise, vehicular traffic near construction sites, dust and other air and water pollutants, and safety and well-being of construction workers. Poorly designed and constructed buildings will continue to affect the well-being of their occupants and overall energy efficiency throughout the building lifecycle. Hence, accelerating the transformation of the construction industry towards smart construction or Construction 4.0 is an important topic. The ways that technology can help to achieve smart construction, especially with the adoption of construction methods with increasing construction modularity, should be further explored. Focusing on modular integrated construction (MiC), this paper examines the following questions: (1) How has technology been applied to support MiC development and smart construction in Hong Kong? (2) What are the lessons learned? A case study approach of a building information model (BIM)-enabled multifunctional blockchain-based digital platform is adopted to allow us to systematically consider (1) the main objectives and scope, (2) the stakeholders involved, (3) the key outcomes and processes, (4) the applications of blockchain technology, and (5) the integration with other digital software and management platforms in practice. Drawing upon the experience, we propose a generic four-stage approach in understanding and facilitating the adoption of relevant technology towards smart construction. At Stage One, the technologies of BIM, RFID, and blockchain are applied to support the core elements of MiC production: just-in-time transportation and on-site installation. At Stage Two, the digital platform is extended to serve as an interface for third parties, notably government; monitoring, authentication, and certifications for information sharing; visualization; and real-time monitoring and updating of MiC projects. At Stage Three, the system focuses on people in the construction process, aiming to enhance the safety and well-being of workers and drivers throughout the construction process. Different Internet-of-Thing devices and sensors, construction robotics, closed-circuit television, dashboards, and cloud-based monitoring are deployed. At Stage Four, the full construction lifecycle is the focus, whereby a centralized smart command theatre is set up with multiple sources of data in a city information model.

Phenomenology of ultrafine particle concentrations and size distribution across urban Europe

The 2017–2019 hourly particle number size distributions (PNSD) from 26 sites in Europe and 1 in the US were evaluated focusing on 16 urban background (UB) and 6 traffic (TR) sites in the framework of Research Infrastructures services reinforcing air quality monitoring capacities in European URBAN & industrial areaS (RI-URBANS) project. The main objective was to describe the phenomenology of urban ultrafine particles (UFP) in Europe with a significant air quality focus.The varying lower size detection limits made it difficult to compare PN concentrations (PNC), particularly PN10-25, from different cities. PNCs follow a TR > UB > Suburban (SUB) order. PNC and Black Carbon (BC) progressively increase from Northern Europe to Southern Europe and from Western to Eastern Europe. At the UB sites, typical traffic rush hour PNC peaks are evident, many also showing midday-morning PNC peaks anti-correlated with BC. These peaks result from increased PN10-25, suggesting significant PNC contributions from nucleation, fumigation and shipping.Site types to be identified by daily and seasonal PNC and BC patterns are: (i) PNC mainly driven by traffic emissions, with marked correlations with BC on different time scales; (ii) marked midday/morning PNC peaks and a seasonal anti-correlation with PNC/BC; (iii) both traffic peaks and midday peaks without marked seasonal patterns. Groups (ii) and (iii) included cities with high insolation.PNC, especially PN25-800, was positively correlated with BC, NO2, CO and PM for several sites. The variable correlation of PNSD with different urban pollutants demonstrates that these do not reflect the variability of UFP in urban environments. Specific monitoring of PNSD is needed if nanoparticles and their associated health impacts are to be assessed. Implementation of the CEN-ACTRIS recommendations for PNSD measurements would provide comparable measurements, and measurements of <10 nm PNC are needed for full evaluation of the health effects of this size fraction.

Distribution Characteristics and Health Effects of Bioaerosols in Spring over Xi'an City

A large amount of fluffy caktins appears in spring in Xi'an that may cause air pollution and lead to health risks such as asthma. In this study, bioaerosol, PM2.5, and fluffy catkins were collected from different sample points (traffic site and campus site) in Xi'an in spring. The variations in bioaerosol, fluffy catkins, and the bacterial community structure were investigated using culture-dependent and high-throughput sequencing methods. The results showed that the concentration of culturable bacteria was significantly higher (P=0.027) at the traffic site. The concentration of culturable bacteria at the traffic site was 2.7 times that of fungi, whereas the concentration of culturable fungi at the campus site was 1.4 times higher than that of bacteria. The peak concentrations of culturable bacteria and fungi appeared at 08:00 a.m. The size distribution of culturable bacteria showed a bimodal pattern, whereas that of culturable fungi showed a unimodal distribution. Soil and vegetation were the main sources of atmospheric microorganisms (85.9%), and Proteobacteria was the most abundant phylum in both fluffy catkins and PM2.5, accounting for 91.3% (traffic site) and 99.1% (campus site) of the fluffy catkins. Actinobacteria, Firmicutes, Bacteroidetes, Cyanobacteria, and Deinococcus-Thermus were the dominant phyla in PM2.5. Some genera were opportunistic pathogen bacteria in the fluffy catkins, such as Enterobacter and Pseudomonas, which can lead to infection and diarrhea risks. These results could provide fundamental data on potential health risks of spring-borne bioaerosols.

Digital transport traseology based on Agisoft Metashape and unmanned aerial vehicle

Introduction. A vehicle and trace evidence analysis is one of the most requested types of examinations performed within the framework of criminal cases on road traffic accidents. The main methodical guidelines for traffic and trace evidence analyses were developed in the past century, while nowadays the fourth industrial revolution is on the rise. The industrial revolution is based on computer and information technologies, various software and hardware tools. Hence there is a vital necessity in update of the vehicle and trace evidence analysis methodology in order to conform to current-day realities.Materials and methods. Results of use of the unmanned aerial vehicle and Agisoft Metashape software are presented in the article in the context of specific road traffic accidents. It was made clear that application of this method has the following advantages: firstly, time of fixation of objects of the roadway network, vehicles and their traces on traffic ways is significantly reduced; secondly, fixation accuracy is improved; thirdly, use of the method makes it possible to establish all actual facts needed to perform analysis of the mechanism of a road traffic accident. Digital models obtained using this method could be used for 3D modeling, what offers an opportunity for more accurate determination of a mode and an angle of approach of vehicles before an accident with significant reduction of financial and time expenditures.Results. It was shown that digital models of road traffic accident sites and vehicles could be entered into the case file in general as well as into an expert’s statement in particular. Such entering will improve objectivity and believability of the conducted examination. Digital models of road traffic accident sites (digital twins) could be stored for an indefinitely long time and could contain the entire information on physical accident scene. Therefore such digital models are considered as valuable information while performing additional or repeated examinations.Conclusion. The proposed method for creating a digital model of a vehicle or a site of a traffic accident can be used in digital transport traceology.

Impact of COVID-19 lockdown on particulate matter oxidative potential at urban backgroundversustraffic sites

During the lockdown period, the oxidative potential of PM decreased in a traffic site but not in an urban site due to sustained contributions from residential heating emissions. Random forest modelling is useful in predicting business-as-usual levels for air quality studies.

Nanoparticle emissions from the transport sector: health and policy impacts – the nPETS concept

Road, rail, air, and sea transport generate a major fraction of outdoor ultrafine particles. However, there is no common methodology for comparable sub 100 nm particle emissions measurement. This paper presents the nPETS (grant agreement No 954377) concept to understand and mitigate the effects of emerging non-regulated nanoparticle emissions. This paper presents the concept and selected results. For example, nucleation and condensation mechanisms occur more frequently in the urban background site, leading to new particle formation, while mostly fresh emissions are measured in the traffic site.

A Short-Term Measurement of PM2.5 Concentration During the COVID-19 Lockdown Period in Kathmandu Valley

The Government of Nepal implemented a nationwide lockdown from 24 March 2020 to 21 July 2020 to control the person-to-person transmission of COVID-19. This study was conducted in a trafficintensified area of Kathmandu valley, where vehicular movement represents one of the main sources of air pollution. Hence, this study was intended to quantify the concentration of particulate matter (PM2.5) for 11 hours of daytime from 23 April to 20 May 2020. It was also to evaluate the influences of lockdown on air quality. PM2.5 was observed using HAZ-Dust, Environmental Particulate Air Monitor in the 18 different traffic sites of the Kathmandu valley. During the lockdown period, a substantially low mean concentration of PM2.5 ranging from 3.69±1.78 µg/ m3 to 7.58±3.98 µg/m3 was recorded in Kathmandu valley, which reflected improved air quality due to the cessation of vehicular activities. Therefore, the study outcome suggests that controlling the existing vehicular activities and promoting energy-efficient vehicles like electric vehicles in specific locations in the city will improve air quality and benefit public health.

Technology Assessment of offshore wind turbines: Floating platforms – Validated by case study

Although floating offshore wind technology is gaining interest due to its potential, the platform part makes the highest proportion of the total cost. As a result, an appropriate selection is necessary to reduce the cost. This research identifies the best system-based on-site properties (wind resource, water depth, distance to shore, distance to port, sea state, and shipping traffic) via the Analytical Hierarchy Process. Experts answered a questionnaire with numerical values to create a pairwise comparison for criteria and alternatives. Results show that experts do not prefer the Tension Leg Platform due to its complexity in the installation. Meanwhile, the most likely selection for the floating platform in high-traffic density sites is the Spar system. However, Semi-submersible systems are proposed as the best alternative in light traffic density sites. A validated AHP-based model is proposed to simplify the platform selection.

On the influence of VOCs on new particle growth in a Continental-Mediterranean region

A field campaign has been performed in the Madrid region to study the VOC influence in the growth of new particles in ambient air. A number of instruments have been deployed to characterize the main pollutant gases and particle properties and composition. The measurements were performed simultaneously at three sites (rural, urban background and urban traffic influenced) in the period 1–17 July 2019. The sites: Tres Cantos (rural), CIEMAT (urban background) and Leganés (urban traffic) were located within the Madrid airshed. Particle size distributions, mass concentrations at fractions PM10, PM2.5 and PM1, black carbon, VOCs species and gaseous pollutants (NOx and O3) were obtained in the sites. Some supplementary measurements were obtained in at least one of the sites: meteorological parameters, non-refractory submicron aerosol species and vertical profiles of aerosol optical properties. It has been observed that the new particle formation (NPF) events, nucleation and subsequent growth, happened at a regional scale, although differently among the sites. In the rural site, fewer events than expected were observed because of the high temperatures that affected the BVOC emissions. In the urban background site, the highest number of events was reached. In this station, it is common to receive air masses from the nearby forest and from the urban area, producing a mix of conditions with high BVOC and AVOC concentrations. In the urban traffic site, several NPF cases appeared, being a site dominated by AVOCs. Among the BVOCs measured in the three stations, the most common were α-Pinene and Limonene. Among the AVOCs measured, aromatics and linear hydrocarbon compounds for C10 and above were found. The linear group was found to be predominant during the NPF event days in the urban background site. This work provides new insights about the aerosol-forming precursors and growth of new particles in the Madrid region.

Exhaust and non-exhaust contributions from road transport to PM10 at a Southern European traffic site

It is a well – established fact that road traffic is one of the main contributors to ambient levels of airborne particulate matter (APM). This study was carried out at a traffic site in which the PM10 levels are monitored all year round. A trend analysis of these levels revealed that over a decade there was no discernible trend, with the PM10 concentrations normally hovering around the EU limit values. In 2018, one of these limit values was exceeded. The contribution of traffic at the site was therefore investigated through a chemical speciation of 209 PM10 samples collected throughout this year. The speciation data were used in a source apportionment exercise in which the output of the PMF model was further refined using the lesser–known, constraint weighted non – negative matrix factorization (CW – NMF) model. This technique enabled the isolation of two factors clearly related to traffic, which were labelled as “exhaust contribution” (responsible for 3.4% of the PM10), “tire/brake wear contribution” (contributing 17% of the PM10). Additionally, a factor including both traffic resuspended dust and crustal material was also isolated and labelled “road dust/crustal” factor. The two contributors to the factor jointly contribute 18% to the PM10 and the contribution of the traffic resuspended dust was estimated at 7.3%. The traffic resuspended component of this factor together with the “tire/brake wear contribution” jointly make up the non-exhaust contribution of traffic – derived dust. Consonant with what has been known for quite some time, the exhaust fraction is the minor component of traffic PM10. It is therefore, clear that policies aimed at controlling traffic derived PM10 pollution at the receptor will have a minimal effect unless the non – exhaust emissions are adequately controlled.

Building an oxidation reactor in Taiwan: From volatile organic compounds to secondary organic aerosols

AbstractLarge amounts of volatile organic compounds (VOCs) are emitted into the atmosphere from both human and natural sources. A significant portion of VOCs would be oxidized via their reactions with atmospheric oxidants like OH, NO3, ozone, etc. The products of the oxidation reactions are often of low volatility and may condense to form secondary organic aerosols (SOA). To study the effect of VOC oxidation in aerosol formation, we are building an oxidation flow reactor system, which consists of (1) a 22‐l aluminum chamber, (2) an ozone source with an ozone detector, (3) a UV‐C (254 nm) lamp, (4) a photoionization detector to measure the effective VOC concentration, (5) various flow/concentration controlling apparatuses, and (6) a scanning mobility particle sizer to monitor the generated particles. Under the conditions of high UV and ozone levels, the oxidation process can be speeded up by orders of magnitude in this reactor. We hope to use this reactor: (i) to learn the “potential” mass of SOA that can be formed from a given VOC source like a traffic or industry site; (ii) to trace back the SOA source by utilizing the shortened reaction times; (iii) to learn the trends from VOC to SOA.

Characterization of PM10 bounded trace metals in industrial, traffic, and residential areas in Bac Giang, Vietnam: Environmental and health implications

PM10 levels, concentrations of trace metals, source apportionment, and potential health risks exposed to PM10-bound metals via inhalation pathway were investigated at industrial, traffic and residential sites in Bac Giang, Vietnam. The average PM10 concentration exhibited the highest value at the industrial sites, followed by the traffic sites, and the residential sites. The PM10 mass was 1.38 to 3.39 times higher than the National Air Quality Standard (QCVN 05:2013/BTNMT) (150 µg/m3 for 24 h). The concentrations of non-crustal trace elements (As, Cd, Cr, Ni, Pb, V, and Zn) at industrial sites were at a higher level than at the traffic and residential sites. Enrichment Factors analysis and principal component analysis (PCA) were performed for source apportionment of PM10 in Bac Giang. Four potential emission sources including traffic-related emissions, industry, use of pesticides, and coal combustion were identified. The results of pollution load index and health risk assessments showed higher contamination levels and higher non-carcinogenic and carcinogenic risks posed to children and adults in the vicinity of the industrial sites than the traffic and residential sites. The HQ value for Cr greater than 1 at industrial sites expressed the adverse health effects among humans should be a concern. Further, the health risk of adults exposed to toxic elements via inhalation contact was more pronounced than the children at all sampling sites.

Oxidative stress response in pulmonary cells exposed to different fractions of PM2.5-0.3 from urban, traffic and industrial sites

The aim of this work was to study the relationship between oxidative stress damages and particulate matter (PM) chemical composition, sources, and PM fractions. PM2.5-0.3 (PM with equivalent aerodynamic diameter between 2.5 and 0.3 μm) were collected at urban, road traffic and industrial sites in the North of France, and were characterized for major and minor chemical species. Four different fractions (whole PM2.5-0.3, organic, water-soluble and non-extractable matter) were considered for each of the PM2.5-0.3 samples from the three sites. After exposure of BEAS-2B cells to the four different fractions, oxidative stress was studied in cells by quantifying reactive oxygen species (ROS) accumulation, oxidative damage to proteins (carbonylated proteins), membrane alteration (8-isoprostane) and DNA damages (8-OHdG). Whole PM2.5-0.3 was capable of inducing ROS overproduction and caused damage to proteins at higher levels than other fractions. Stronger cell membrane and DNA damages were found associated with PM and organic fractions from the urban site. ROS overproduction was correlated with level of expression of carbonylated proteins, DNA damages and membrane alteration markers. The PM2.5-0.3 collected under industrial influence appears to be the less linked to cell damages and ROS production in comparison with the other influences.

2011-2020 trends of urban and regional ammonia in and around Barcelona, NE Spain.

It is well established that in environments where NH3 abundance is limiting in secondary PM2.5 generation, a reduction of NH3 emissions can result in an important contribution to air quality control. However, as deduced from open data published by the European Environmental Agency, the availability of measurements of NH3 concentrations is very scarce, with very few countries in Europe reporting data consistently for extensive periods, this being especially true for urban background sites. In this framework, simultaneous multi-site measurements were carried out in NE (Northeast) Spain from 2011 to 2020, using diffusion tubes. The highest NH3 concentrations were recorded at the traffic site (5.3μgm-3 on average), followed by those measured at the urban background site (2.1μgm-3). Mean concentrations at the mountain site were 1.6μgm-3, while the lowest concentrations were recorded at the regional site (0.9μgm-3). This comparison highlights traffic emissions as an important source of NH3. A statistically significant time trend of this pollutant was observed at the urban background site, increasing by 9.4% per year. A season-separated analysis also revealed a significant increasing trend at the mountain site during summer periods, probably related with increasing emissions from agricultural/livestock activities. These increases in NH3 concentrations were hypothesized to be responsible for the lack of a decreasing trend of NO3- concentrations at the monitoring sites, in spite of a markedly reduction of NO2 during the period, especially at the urban background. Thus, this would in turn affect the effectiveness of current action plans to abate fine aerosols, largely made up of secondary compounds. Actions to reduce NH3 concentrations at urban backgrounds are challenging though, as predicting NH3 is subjected to a high uncertainty and complexity due to its dependence on a variety of factors. This complexity was clearly indicated by the application of a decision tree algorithm to find the parameters better predicting NH3 at the urban background under study. O3, NO, NO2, CO, SO2 and OM+EC concentrations, together with meteorological indicators, were used as independent variables, obtaining no combination of parameters evidently able to predict significant differences in NH3 concentrations, with a coefficient of determination between real and predicted measurements lower than 0.50. This emphasizes the need for highly temporally and spatially resolved NH3 measurements for an accurate design of abatement actions.

Source apportionment of PM2.5 and their associated metallic elements by positive matrix factorization at a traffic site in Constantine, Algeria

Source apportionment of PM2.5 and their associated metallic elements by positive matrix factorization at a traffic site in Constantine, Algeria

The effect of COVID-19 lockdown on atmospheric total particle numbers, nanoparticle numbers and mass concentrations in the UK

The main aim of the COVID-19 lockdown was to curtail the person-to-person transmission of COVID-19. However, it also acted as an air quality intervention. The effect of the lockdown has been extensively analysed on NO2, O3, PM10 and PM2.5, however, little has been done on how total (TPN) and nanoparticle numbers (NPN) have been affected by the lockdown. This paper quantifies the effect of the lockdown on TPN and NPN in the UK, and compares how the effect varies between rural, urban background and traffic sites. Furthermore, the effect on particle numbers is compared with particle mass concentrations, mainly PM10 and PM2.5. Two approaches are used: (a) comparing measured levels of the pollutants in 2019 with 2020 during the lockdown periods; and (b) comparing the predictions of machine learning with measured concentrations using business as usual (BAU) scenario during the lockdown period. P100 (particle size ≤100 nm) increased by 39% at Chilbolton Observatory (CHO) and decreased by 13% and 14% at London Honor Oak Park (LHO) and London Marylebone Road (LMR), respectively. Particles from 101 to 200 nm (P200) showed a similar trend to P100, however, average levels of particles 201–605 nm (P605) decreased at all sites. TPN, PM10 and PM2.5 concentrations decreased at LMR and LHO sites. Estimated PM10, PM2.5 and TPN decreased at all three sites, however, the amount of change varied from site to site. Pollutant concentrations increased back the to pre-pandemic levels, suggesting more sustainable interventions for permanent air quality improvement.

Time Series Simulation and Forecasting of Air Quality Using In-situ and Satellite-Based Observations Over an Urban Region

Air quality is directly associated with the health of society. So, it becomes essential to forecast air pollution, which assumes an imperative part in air pollution warnings and control. A time-series simulation approach was adapted for the forecasting of monthly mean ambient air pollutants (PM2.5, O3, NO2) concentration and Aerosol Optical Depth (AOD) at an urban traffic site (Mathura Road, CSIR-CRRI) in New Delhi, India. Satellite-based aerosol loading (AOD550) retrieved from the Terra MODIS (Collection 6) enhanced Deep Blue (DB) algorithm was used for further analysis. The analysis considered the average monthly mean concentration of air pollutants and AOD between 2012-2017 and, simulates the concentrations of PM2.5, O3, NO2, and AOD for the same period and then forecasts air quality for the years 2020-2023. The forecasted results were validated with 24 months of in-situ and satellite data from 2018-to and 2019. In the year 2020, observed and simulated results are in lower agreement due to the shutdown of anthropogenic activities to combat pandemic situations. Otherwise, modeled and forecasted results are in good harmony with the in-situ and satellite observations. The results also signify that the time series Autoregressive Integrated Moving Average (ARIMA) modeling approach can be an effective and simple tool for air pollution simulation and future forecast. The results are evocative concerning the forecast of near future aerosol loading information and will also be profound to address the problems.

Atmospheric chemistry and cancer risk assessment of Polycyclic Aromatic Hydrocarbons (PAHs) and Nitro-PAHs over a semi-arid site in the Indo-Gangetic plain.

Polycyclic Aromatic Hydrocarbons (PAHs) and Nitro-PAHs were collected over a year at a traffic dominated site in Agra, to determine the dominant partitioning mechanism. During the entire sampling period, total PAHs and Nitro-PAHs were 3465±3802 and 26.1±25.9ngm-3 respectively. The gas-particle partitioning behavior of PAHs was studied by applying the Pankow model, Absorption model, and Dual model. Amongst all the partitioning models, the Dual model fits well and indicates that the partitioning of PAHs at the traffic site in Agra depends on both the physical adsorption of PAHs on the Total Suspended Particulate (TSP) surface and absorption of PAHs into the organic layer present on the TSP surface. Pankow model indicates that PAHs are emitted from the source close to the sampling point and due to this PAHs do not get enough time to get partitioned in between both the phases. Incremental lifetime Cancer Risk (ILCR) shows that adults and children are more prone to cancer risk in comparison to infants for both PAHs and Nitro-PAHs. Cancer risk by inhalation was minimum in comparison to both ingestion and dermal exposure. Nitro-PAHs in the particulate phase were high enough to exceed the minimum permissible limit (10-6) of causing cancer by ingestion and dermal exposure.

Carbonaceous aerosol variability and SOA formation during foggy days in Delhi, India

The variability of organic carbon (OC), elemental carbon (EC), and secondary organic aerosol (SOA) and their relationship with meteorological parameters have been studied during foggy and non-foggy days in the peak winter months (December–January) from 2015 to 2016 in Delhi, India. Different sectoral locations were chosen based on predominant industrial, traffic, and residential activities with a background location. The average level of OC, EC, and SOA was found to be 7.47 ± 7.74, 0.69 ± 0.7, and 10.46 ± 10.76 μg/m3, respectively, during the foggy period and 6.1 ± 6.8, 0.9 ± 1.1, and 9.1 ± 10.6 μg/m3, respectively, during the non-foggy period in Delhi. A relatively higher SOA level was observed at industrial and traffic intersection sites, which indicates the proximity of the dominant source of OC that play a significant role in SOA formation. It was also found that SOA production is associated with the OC/EC ratio and may vary from site to site. Correlation analysis has confirmed that OC is having a significant strong positive correlation with EC and SOA, while EC is showing a significant moderate positive correlation with SOA. Ambient temperature (AT) shows a significant negative moderate correlation with OC levels and SOA and formation. Due to hydrophilicity (hydrophobicity) of OC (EC), its average concentration was found high (less) due to its high (less) scavenging during foggy days in comparison to non-foggy days. The study further suggests the significant impact of source variability on SOA formation due to the different nature of sector-wise sites during foggy days in Delhi.

Innovative Individual Vehicle Record Traffic Data Quality Analysis Methods

Most traffic data collection sites have individual vehicle record (IVR) data of each vehicle passing the sensor area but have traditionally only stored binned and summary data because of previous hardware data storage limitations. Most recently, agencies and traffic equipment vendors are trending more toward IVR data-capable sites. Detailed IVR traffic data (including weigh-in-motion) are being collected, processed, and provided as an output product to agencies. Agencies process and store this very detailed IVR data from both portable and/or permanent traffic counting locations and could benefit from enhanced tools and methods that best leverage this rich information. This research paper details an extensive IVR literature review and 10 unique IVR innovative quality control and processing methods that would not be possible with traditional binned or summary speed, classification, and/or weight data. By employing these innovative methods, agencies are now better able to troubleshoot and check their data. These methods also offer improved monitoring of IVR sites to better assist the field staff who perform site visits, troubleshoot sensors, and fix equipment issues. The more detailed IVR data are best suited to meeting several customer needs and provide the same data streams that already exist from binned data sources. IVR data also provide additional value to every data collection site through more detailed traffic data that better explain travel characteristics.