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Traffic Volumes from SCATS Traffic Management System Jan-Jun 2021 DCC. Published by Dublin City Council. Available under the license cc-by (CC-BY-4.0).Traffic volumes data across Dublin City from the SCATS traffic management system. The Sydney Coordinated Adaptive Traffic System (SCATS) is an intelligent transportation system used to manage timing of signal phases at traffic signals. SCATS uses sensors at each traffic signal to detect vehicle presence in each lane and pedestrians waiting to cross at the local site. The vehicle sensors are generally inductive loops installed within the road.

3 resources are provided:

SCATS Traffic Volumes Data (Monthly) Contained in this report are traffic counts taken from the SCATS traffic detectors located at junctions. The primary function for these traffic detectors is for traffic signal control. Such devices can also count general traffic volumes at defined locations on approach to a junction. These devices are set at specific locations on approaches to the junction but may not be on all approaches to a junction. As there are multiple junctions on any one route, it could be expected that a vehicle would be counted multiple times as it progress along the route. Thus the traffic volume counts here are best used to represent trends in vehicle movement by selecting a specific junction on the route which best represents the overall traffic flows.

Information provided:

End Time: time that one hour count period finishes.

Region: location of the detector site (e.g. North City, West City, etc).

Site: this can be matched with the SCATS Sites file to show location

Detector: the detectors/ sensors at each site are numbered

Sum volume: total traffic volumes in preceding hour

Avg volume: average traffic volumes per 5 minute interval in preceding hour

All Dates Traffic Volumes Data

This file contains daily totals of traffic flow at each site location.

SCATS Site Location Data Contained in this report, the location data for the SCATS sites is provided. The meta data provided includes the following;

Site id – This is a unique identifier for each junction on SCATS

Site description( CAP) – Descriptive location of the junction containing street name(s) intersecting streets

Site description (lower) - – Descriptive location of the junction containing street name(s) intersecting streets

Region – The area of the city, adjoining local authority, region that the site is located

LAT/LONG – Coordinates

Disclaimer: the location files are regularly updated to represent the locations of SCATS sites under the control of Dublin City Council. However site accuracy is not absolute. Information for LAT/LONG and region may not be available for all sites contained. It is at the discretion of the user to link the files for analysis and to create further data. Furthermore, detector communication issues or faulty detectors could also result in an inaccurate result for a given period, so values should not be taken as absolute but can be used to indicate trends....

Context

The data presented here was obtained in a Kali Machine from University of Cincinnati,Cincinnati,OHIO by carrying out packet captures for 1 hour during the evening on Oct 9th,2023 using Wireshark.This dataset consists of 394137 instances were obtained and stored in a CSV (Comma Separated Values) file.This large dataset could be used utilised for different machine learning applications for instance classification of Network traffic,Network performance monitoring,Network Security Management , Network Traffic Management ,network intrusion detection and anomaly detection.

The dataset can be used for a variety of machine learning tasks, such as network intrusion detection, traffic classification, and anomaly detection.

Content :

This network traffic dataset consists of 7 features.Each instance contains the information of source and destination IP addresses, The majority of the properties are numeric in nature, however there are also nominal and date kinds due to the Timestamp.

The network traffic flow statistics (No. Time Source Destination Protocol Length Info) were obtained using Wireshark (https://www.wireshark.org/).

Dataset Columns:

No : Number of Instance. Timestamp : Timestamp of instance of network traffic Source IP: IP address of Source Destination IP: IP address of Destination Portocol: Protocol used by the instance Length: Length of Instance Info: Information of Traffic Instance

Acknowledgements :

I would like thank University of Cincinnati for giving the infrastructure for generation of network traffic data set.

Ravikumar Gattu , Susmitha Choppadandi

Inspiration : This dataset goes beyond the majority of network traffic classification datasets, which only identify the type of application (WWW, DNS, ICMP,ARP,RARP) that an IP flow contains. Instead, it generates machine learning models that can identify specific applications (like Tiktok,Wikipedia,Instagram,Youtube,Websites,Blogs etc.) from IP flow statistics (there are currently 25 applications in total).

**Dataset License: ** CC0: Public Domain

Dataset Usages : This dataset can be used for different machine learning applications in the field of cybersecurity such as classification of Network traffic,Network performance monitoring,Network Security Management , Network Traffic Management ,network intrusion detection and anomaly detection.

ML techniques benefits from this Dataset :

This dataset is highly useful because it consists of 394137 instances of network traffic data obtained by using the 25 applications on a public,private and Enterprise networks.Also,the dataset consists of very important features that can be used for most of the applications of Machine learning in cybersecurity.Here are few of the potential machine learning applications that could be benefited from this dataset are :

1. Network Performance Monitoring : This large network traffic data set can be utilised for analysing the network traffic to identifying the network patterns in the network .This help in designing the network security algorithms for minimise the network probelms.

2. Anamoly Detection : Large network traffic dataset can be utilised training the machine learning models for finding the irregularitues in the traffic which could help identify the cyber attacks.

3.Network Intrusion Detection : This large dataset could be utilised for machine algorithms training and designing the models for detection of the traffic issues,Malicious traffic network attacks and DOS attacks as well.

Traffic Signs Web Images

## Overview

Traffic Signs Web Images is a dataset for object detection tasks - it contains Traffic Signs annotations for 235 images.

## Getting Started

You can download this dataset for use within your own projects, or fork it into a workspace on Roboflow to create your own model.

  ## License

  This dataset is available under the [CC BY 4.0 license](https://creativecommons.org/licenses/CC BY 4.0).

Network traffic datasets created by Single Flow Time Series Analysis

Datasets were created for the paper: Network Traffic Classification based on Single Flow Time Series Analysis -- Josef Koumar, Karel Hynek, Tomáš Čejka -- which was published at The 19th International Conference on Network and Service Management (CNSM) 2023. Please cite usage of our datasets as:

J. Koumar, K. Hynek and T. Čejka, "Network Traffic Classification Based on Single Flow Time Series Analysis," 2023 19th International Conference on Network and Service Management (CNSM), Niagara Falls, ON, Canada, 2023, pp. 1-7, doi: 10.23919/CNSM59352.2023.10327876.

This Zenodo repository contains 23 datasets created from 15 well-known published datasets which are cited in the table below. Each dataset contains 69 features created by Time Series Analysis of Single Flow Time Series. The detailed description of features from datasets is in the file: feature_description.pdf

In the following table is a description of each dataset file:

3 resources are provided: SCATS Traffic Volumes Data (Monthly) Contained in this report are traffic counts taken from the SCATS traffic detectors located at junctions. The primary function for these traffic detectors is for traffic signal control. Such devices can also count general traffic volumes at defined locations on approach to a junction. These devices are set at specific locations on approaches to the junction but may not be on all approaches to a junction. As there are multiple junctions on any one route, it could be expected that a vehicle would be counted multiple times as it progress along the route. Thus the traffic volume counts here are best used to represent trends in vehicle movement by selecting a specific junction on the route which best represents the overall traffic flows. Information provided: End Time: time that one hour count period finishes. Region: location of the detector site (e.g. North City, West City, etc). Site: this can be matched with the SCATS Sites file to show location Detector: the detectors/ sensors at each site are numbered Sum volume: total traffic volumes in preceding hour Avg volume: average traffic volumes per 5 minute interval in preceding hour All Dates Traffic Volumes Data This file contains daily totals of traffic flow at each site location. SCATS Site Location Data Contained in this report, the location data for the SCATS sites is provided. The meta data provided includes the following; Site id – This is a unique identifier for each junction on SCATS Site description( CAP) – Descriptive location of the junction containing street name(s) intersecting streets Site description (lower) - – Descriptive location of the junction containing street name(s) intersecting streets Region – The area of the city, adjoining local authority, region that the site is located LAT/LONG – Coordinates Disclaimer: the location files are regularly updated to represent the locations of SCATS sites under the control of Dublin City Council. However site accuracy is not absolute. Information for LAT/LONG and region may not be available for all sites contained. It is at the discretion of the user to link the files for analysis and to create further data. Furthermore, detector communication issues or faulty detectors could also result in an inaccurate result for a given period, so values should not be taken as absolute but can be used to indicate trends.

Traffic Signs Web Images 2 New

## Overview

Traffic Signs Web Images 2 New is a dataset for object detection tasks - it contains Traffic Signs 7KyF annotations for 235 images.

## Getting Started

You can download this dataset for use within your own projects, or fork it into a workspace on Roboflow to create your own model.

  ## License

  This dataset is available under the [CC BY 4.0 license](https://creativecommons.org/licenses/CC BY 4.0).

Traffic Volumes from SCATS Traffic Management System Jan-Jun 2020 DCC. Published by Dublin City Council. Available under the license cc-by (CC-BY-4.0).Traffic volumes data across Dublin City from the SCATS traffic management system. The Sydney Coordinated Adaptive Traffic System (SCATS) is an intelligent transportation system used to manage timing of signal phases at traffic signals. SCATS uses sensors at each traffic signal to detect vehicle presence in each lane and pedestrians waiting to cross at the local site. The vehicle sensors are generally inductive loops installed within the road.

3 resources are provided:

• SCATS Traffic Volumes Data (Monthly)

Contained in this report are traffic counts taken from the SCATS traffic detectors located at junctions. The primary function for these traffic detectors is for traffic signal control. Such devices can also count general traffic volumes at defined locations on approach to a junction. These devices are set at specific locations on approaches to the junction but may not be on all approaches to a junction. As there are multiple junctions on any one route, it could be expected that a vehicle would be counted multiple times as it progress along the route. Thus the traffic volume counts here are best used to represent trends in vehicle movement by selecting a specific junction on the route which best represents the overall traffic flows.

Information provided:

1. End Time: time that one hour count period finishes.

2. Region: location of the detector site (e.g. North City, West City, etc).

3. Site: this can be matched with the SCATS Sites file to show location

4. Detector: the detectors/ sensors at each site are numbered

5. Sum volume: total traffic volumes in preceding hour

6. Avg volume: average traffic volumes per 5 minute interval in preceding hour

• All Dates Traffic Volumes Data

This file contains daily totals of traffic flow at each site location.

• SCATS Site Location Data

Contained in this report, the location data for the SCATS sites is provided. The meta data provided includes the following;

1. Site id – This is a unique identifier for each junction on SCATS

2. Site description( CAP) – Descriptive location of the junction containing street name(s) intersecting streets

3. Site description (lower) - – Descriptive location of the junction containing street name(s) intersecting streets

4. Region – The area of the city, adjoining local authority, region that the site is located

5. LAT/LONG – Coordinates

Disclaimer: the location files are regularly updated to represent the locations of SCATS sites under the control of Dublin City Council. However site accuracy is not absolute. Information for LAT/LONG and region may not be available for all sites contained. It is at the discretion of the user to link the files for analysis and to create further data. Furthermore, detector communication issues or faulty detectors could also result in an inaccurate result for a given period, so values should not be taken as absolute but can be used to indicate trends. ...

The dataset is taken from 'https://benchmark.ini.rub.de/gtsdb_dataset.html' For convenience purpose the raw data available on the website is processed for easy understanding and usage!!

The images are converted from '.ppm' to '.jpg' already so no extra work required! Also the Test Image's labels are relatively hard to find and configure from the website so I did all of that and packed it into this dataset.

There are a total 900 images in the dataset, out of which 600 are allotted for training and the remaining 300 for testing.

In case you wondering why there are less files for labels with respect to the images, that is because not all images contain traffic signs. So for the images with no traffic signs the text file is not present and is completely fine if you're training a YOLO model as its made to handle images with no labels. it will ignore the images with no corresponding label file.

HAPPY LEARNING!!

Traffic volumes data across Dublin City from the SCATS traffic management system. The Sydney Coordinated Adaptive Traffic System (SCATS) is an intelligent transportation system used to manage timing of signal phases at traffic signals. SCATS uses sensors at each traffic signal to detect vehicle presence in each lane and pedestrians waiting to cross at the local site. The vehicle sensors are generally inductive loops installed within the road. 3 resources are provided: SCATS Traffic Volumes Data (Monthly) Contained in this report are traffic counts taken from the SCATS traffic detectors located at junctions. The primary function for these traffic detectors is for traffic signal control. Such devices can also count general traffic volumes at defined locations on approach to a junction. These devices are set at specific locations on approaches to the junction but may not be on all approaches to a junction. As there are multiple junctions on any one route, it could be expected that a vehicle would be counted multiple times as it progress along the route. Thus the traffic volume counts here are best used to represent trends in vehicle movement by selecting a specific junction on the route which best represents the overall traffic flows. Information provided: End Time: time that one hour count period finishes. Region: location of the detector site (e.g. North City, West City, etc). Site: this can be matched with the SCATS Sites file to show location Detector: the detectors/ sensors at each site are numbered Sum volume: total traffic volumes in preceding hour Avg volume: average traffic volumes per 5 minute interval in preceding hour All Dates Traffic Volumes Data This file contains daily totals of traffic flow at each site location. SCATS Site Location Data Contained in this report, the location data for the SCATS sites is provided. The meta data provided includes the following; Site id – This is a unique identifier for each junction on SCATS Site description( CAP) – Descriptive location of the junction containing street name(s) intersecting streets Site description (lower) - – Descriptive location of the junction containing street name(s) intersecting streets Region – The area of the city, adjoining local authority, region that the site is located LAT/LONG – Coordinates Disclaimer: the location files are regularly updated to represent the locations of SCATS sites under the control of Dublin City Council. However site accuracy is not absolute. Information for LAT/LONG and region may not be available for all sites contained. It is at the discretion of the user to link the files for analysis and to create further data. Furthermore, detector communication issues or faulty detectors could also result in an inaccurate result for a given period, so values should not be taken as absolute but can be used to indicate trends.

Traffic volumes data across Dublin City from the SCATS traffic management system. The Sydney Coordinated Adaptive Traffic System (SCATS) is an intelligent transportation system used to manage timing of signal phases at traffic signals. SCATS uses sensors at each traffic signal to detect vehicle presence in each lane and pedestrians waiting to cross at the local site. The vehicle sensors are generally inductive loops installed within the road. 3 resources are provided: SCATS Traffic Volumes Data (Monthly) Contained in this report are traffic counts taken from the SCATS traffic detectors located at junctions. The primary function for these traffic detectors is for traffic signal control. Such devices can also count general traffic volumes at defined locations on approach to a junction. These devices are set at specific locations on approaches to the junction but may not be on all approaches to a junction. As there are multiple junctions on any one route, it could be expected that a vehicle would be counted multiple times as it progress along the route. Thus the traffic volume counts here are best used to represent trends in vehicle movement by selecting a specific junction on the route which best represents the overall traffic flows. Information provided: End Time: time that one hour count period finishes. Region: location of the detector site (e.g. North City, West City, etc). Site: this can be matched with the SCATS Sites file to show location Detector: the detectors/ sensors at each site are numbered Sum volume: total traffic volumes in preceding hour Avg volume: average traffic volumes per 5 minute interval in preceding hour All Dates Traffic Volumes Data This file contains daily totals of traffic flow at each site location. SCATS Site Location Data Contained in this report, the location data for the SCATS sites is provided. The meta data provided includes the following; Site id – This is a unique identifier for each junction on SCATS Site description( CAP) – Descriptive location of the junction containing street name(s) intersecting streets Site description (lower) - – Descriptive location of the junction containing street name(s) intersecting streets Region – The area of the city, adjoining local authority, region that the site is located LAT/LONG – Coordinates Disclaimer: the location files are regularly updated to represent the locations of SCATS sites under the control of Dublin City Council. However site accuracy is not absolute. Information for LAT/LONG and region may not be available for all sites contained. It is at the discretion of the user to link the files for analysis and to create further data. Furthermore, detector communication issues or faulty detectors could also result in an inaccurate result for a given period, so values should not be taken as absolute but can be used to indicate trends.

Traffic Volumes data across Dublin City from the scats traffic management system. The Sydney Coordinated Adaptive Traffic System (scats) is an intelligent transportation system used to manage timing of signal Phases at traffic signals. Scats uses SENSORS at each traffic signal to detect vehicle presence in each lane and pedestrians waiting to cross at the local site. The vehicle SENSORS are Generally Inductive Loops installed within the road. 3 resources are provided: Scats Traffic Volumes Data (Monthly) Contained in this report are traffic Counts taken from the scats traffic detectors located at junctions. The primary function for these traffic detectors is for traffic signal control. Such devices can also count general traffic Volumes at defined locations on approach to a junction. These devices are set at specific locations on approaches to the junction but may not be on all approaches to a junction. As there are multiple junctions on any one route, it could be expected that a vehicle would be counted multiple times as it progress along the route. Set the traffic volume Counts here are best used to Represent trends in vehicle movement by selecting a specific junction on the route which best represents the overall traffic flows. Information provided: End Time: time that one hour count period finishes. Region: location of the detector site (e.g. North City, West City, etc.). Site: this can be matched with the scats Sites file to show location Detector: the detectors/SENSORS at each site are numbered Sum volume: total traffic Volumes in preceding hour AVG volume: average traffic Volumes per 5 minute interval in preceding hour All Dates Traffic Volumes Data This file contains daily totals of traffic flow at each site location. Scats Site Location Data Contained in this report, the location data for the scats sites is provided. The meta data provided includes the following; Site id — This is a unique identifier for each junction on scats Site description(CAP) — Descriptive location of the junction containing street name(s) intersecting street streets Site description (lower) — – Descriptive location of the junction containing street name(s) intersecting street streets Region — The area of the city, adjoining local authority, region that the site is located Lat/LONG — Coordinates Disclaimer: the location files are regularly updated to Represent the locations of scats sites under the control of Dublin City Council. However site accuracy is not absolute. Information for LAT/LONG and region may not be available for all sites contained. It is at the discretion of the user to link the files for analysis and to create further data. Furthermore, detector communication issues or Faulty detectors could also result in an inaccurate result for a given period, so values should not be taken as absolute but can be used to indicate trends.

The data is collected by the inductive loop detectors deployed on freeways in Seattle area. The freeways contain I-5, I-405, I-90, and SR-520. This data set contains spatiotemporal speed information of the freeway system. At each milepost, the speed information collected from main lane loop detectors in the same direction are averaged and integrated into 5 minutes interval speed data. The raw data is provided by Washington Start Department of Transportation (WSDOT) and processed by the STAR Lab in the University of Washington according to data quality control and data imputation procedures [1][2]. The data file is a pickle file that can be easily read using the read_pickle() function in the Pandas package. The data forms as a matrix and each cell of the matrix is speed value for the specific milepost and time period. The horizontal header of the data set denotes the milepost and the vertical header indicates the timestamps. For more information on the definition of milepost, please refer to this website. This data set been used for traffic prediction tasks in several research studies [3][4]. For more detailed information about the data set, you can also refer to this link. References: [1]. Henrickson, K., Zou, Y., & Wang, Y. (2015). Flexible and robust method for missing loop detector data imputation. Transportation Research Record, 2527(1), 29-36. [2]. Wang, Y., Zhang, W., Henrickson, K., Ke, R., & Cui, Z. (2016). Digital roadway interactive visualization and evaluation network applications to WSDOT operational data usage (No. WA-RD 854.1). Washington (State). Dept. of Transportation. [3]. Cui, Z., Ke, R., & Wang, Y. (2018). Deep bidirectional and unidirectional LSTM recurrent neural network for network-wide traffic speed prediction. arXiv preprint arXiv:1801.02143. [4]. Cui, Z., Henrickson, K., Ke, R., & Wang, Y. (2018). Traffic Graph Convolutional Recurrent Neural Network: A Deep Learning Framework for Network-Scale Traffic Learning and Forecasting. arXiv preprint arXiv:1802.07007.

Recorded volume data at SCATS intersections or pedestrian crossings in Hamilton. To get data for this dataset, please call the API directly talking to the HCC Data Warehouse: https://api.hcc.govt.nz/OpenData/get_traffic_signal_detector_count?Page=1&Start_Date=2020-10-01&End_Date=2020-10-02. For this API, there are three mandatory parameters: Page, Start_Date, End_Date. Sample values for these parameters are in the link above. When calling the API for the first time, please always start with Page 1. Then from the returned JSON, you can see more information such as the total page count and page size. For help on using the API in your preferred data analysis software, please contact dale.townsend@hcc.govt.nz. NOTE: Anomalies and missing data may be present in the dataset.

Column_InfoSite_Number, int : SCATS ID - Unique identifierDetector_Number, int : Detector number that the count is recorded toDate, datetime : Start of the 15 minute time interval that the count was recorded forCount, int : Number of vehicles that passed over the detector

Relationship

This table reference to table Traffic_Signal_Detector

Analytics

For convenience Hamilton City Council has also built a Quick Analytics Dashboard over this dataset that you can access here.

Disclaimer

Hamilton City Council does not make any representation or give any warranty as to the accuracy or exhaustiveness of the data released for public download. Levels, locations and dimensions of works depicted in the data may not be accurate due to circumstances not notified to Council. A physical check should be made on all levels, locations and dimensions before starting design or works.

Hamilton City Council shall not be liable for any loss, damage, cost or expense (whether direct or indirect) arising from reliance upon or use of any data provided, or Council's failure to provide this data.

While you are free to crop, export and re-purpose the data, we ask that you attribute the Hamilton City Council and clearly state that your work is a derivative and not the authoritative data source. Please include the following statement when distributing any work derived from this data:

‘This work is derived entirely or in part from Hamilton City Council data; the provided information may be updated at any time, and may at times be out of date, inaccurate, and/or incomplete.'

Indian Traffic Sign Image Dataset

Datasets for Indian traffic signs

About Dataset

**This dataset is collected by Datacluster Labs. To download full dataset or to submit a request for your new data collection needs, please drop a mail to: s*ales@datacluster.ai* **

This dataset is an extremely challenging set of over 2000+ original Indian Traffic Sign images captured and crowdsourced from over 400+ urban and rural areas, where each image is manually reviewed and verified by computer vision professionals at DC Labs.

Dataset Features 1. Dataset size : 2000+ 2. Captured by : Over 400+ crowdsource contributors 3. Resolution : 100% of images HD and above (1920x1080 and above) 4. Location : Captured with 400+ cities accross India 5. Diversity : Various lighting conditions like day, night, varied distances, view points etc. 6. Device used : Captured using mobile phones in 2020-2021 7. Usage : Traffic sign detection, Self-driving systems, traffic detection, sign detection, etc.

Available Annotation formats COCO, YOLO, PASCAL-VOC, Tf-Record

The images in this dataset are exclusively owned by Data Cluster Labs and were not downloaded from the internet. To access a larger portion of the training dataset for research and commercial purposes, a license can be purchased. Contact us at sales@datacluster.ai Visit www.datacluster.ai to know more.

VHS-22 is a heterogeneous, flow-level dataset which combines ISOT, CICIDS-17, Booters and CTU-13 datasets, as well as traffic from Malware Traffic Analysis (MTA) site, to increase variety of malicious and legitimate traffic flows. It contains 27.7 million flows (20.3 million legitimate and 7.4 million of attacks). The flows are represented in the form of 45 features; apart from classical NetFlow features, VHS-22 contains statistical parameters and network-level features. Their detailed description and the results of initial detection experiments are presented in the paper:

Paweł Szumełda, Natan Orzechowski, Mariusz Rawski, and Artur Janicki. 2022. VHS-22 – A Very Heterogeneous Set of Network Traffic Data for Threat Detection. In Proc. European Interdisciplinary Cybersecurity Conference (EICC 2022), June 15–16, 2022, Barcelona, Spain. ACM, New York, NY, USA, https://doi.org/10.1145/3528580.3532843

Every day contains different attacks mixed with legitimate traffic. 01-01-2022 Botnet attacks from ISOT dataset. 02-01-2022 Various attacks from MTA dataset. 03-01-2022 Web attacks from CICIDS-17 dataset. 04-01-2022 Bruteforce attacks from CICIDS-17 dataset. 05-01-2022 Botnet attacks from CICIDS-17 dataset. 06-01-2022 DDoS attacks from CICIDS-17 dataset 07-01-2022 to 11-01-2022 DDoS attacks from Booters dataset. 12-01-2022 to 23-01-2022 Botnet traffic from CTU-13 dataset.

The VHS-22 dataset consists of labeled network flows and all data is publicly available for researchers in .csv format. When using VHS-22, please cite our paper which describes the VHS-22 dataset in detail, as well as the publications describing the source datasets:

Paweł Szumełda, Natan Orzechowski, Mariusz Rawski, and Artur Janicki. 2022. VHS-22 – A Very Heterogeneous Set of Network Traffic Data for Threat Detection. In Proc. European Interdisciplinary Cybersecurity Conference (EICC 2022), June 15–16, 2022, Barcelona, Spain. ACM, New York, NY, USA, https://doi.org/10.1145/3528580.3532843

Sherif Saad, Issa Traore, Ali Ghorbani, Bassam Sayed, David Zhao, Wei Lu, John Felix, and Payman Hakimian. 2011. Detecting P2P botnets through network behavior analysis and machine learning. In Proc. International Conference on Privacy, Security and Trust. IEEE, Montreal, Canada, 174–1

Iman Sharafaldin, Arash Habibi Lashkari, and Ali A. Ghorbani. 2018. Toward Generating a New Intrusion Detection Dataset and Intrusion Traffic Characterization, In Proc. 4th International Conference on Information Systems Security and Privacy (ICISSP 2018), Funchal, Portugal

José Jair Santanna, Romain Durban, Anna Sperotto, and Aiko Pras. 2015. Inside booters: An analysis on operational databases. In Proc. International Symposium on Integrated Network Management (INM 2015). IFIP/IEEE, Ottawa, Canada, 432–440. https://doi.org/10.1109/INM.2015.71403

Riaz Khan, Xiaosong Zhang, Rajesh Kumar, Abubakar Sharif, Noorbakhsh Amiri Golilarz, and Mamoun Alazab. 2019. An Adaptive Multi-Layer Botnet Detection Technique Using Machine Learning Classifiers. Applied Sciences 9 (06 2019), 2375. https://doi.org/10.3390/app91123

The Malware Traffic Analysis data originate from https://www.malware-traffic-analysis.net, authored by Brad.

The work has been funded by the SIMARGL Project -- Secure Intelligent Methods for Advanced RecoGnition of malware and stegomalware, with the support of the European Commission and the Horizon 2020 Program, under Grant Agreement No. 833042.

The Mill Road Sensor Project which monitored the eight week closure of the Mill Road bridge by Govia Thameslink to carry out crucial work to improve rail services in 2019 has now completed. 15 smart sensors were installed on Mill Road and surrounding streets to record numbers of pedestrians, bicycles, cars and other vehicles using the network in this area. During the works, access to motorised traffic was not permitted however pedestrians and cyclists were still able to cross the railway for most of the working time. The data collated and analysed by the Smart Cambridge programme has helped the Greater Cambridge Partnership understand how people use the road network and allowed engineers to see the impact of the closure on surrounding roads, including on air quality (Air quality work was completed by Cambridge City Council and information on this can be found on their website here). Final reports on the learnings from the project, which completed in December 2020, can be found on the Smart Cambridge website here. Data captured by the 15 sensors used during this trial can be found on this page for the period up to and including December 2020. Keeping the sensors in place for this long has also allowed teams to make greater comparisons, by taking in to account daily, weekly, monthly and annual variations in traffic levels. The below data release offers counts for each sensor over 1 hour periods. The current data covers the period 03/06/2019 to 13/12/2020. Hourly counts are broken down by inbound and outbound journeys. . Counts are also broken down by vehicle type. This includes: Pedestrians Cyclists Buses LGV OGV 1 OGV 2 The release also includes a full list of sensor sites with geographic point location data. Data collected by the sensors from 1st January 2021 can be found here and will be updated on a quarterly basis. The Mill Road Project demonstrated the level of insight that can be gained from these sensors, leading to additional sensors in more locations being installed in Cambridge since the summer of 2019. Therefore the data on this page includes both the sensors originally installed for the Mill Road Project and additional sensors deployed at later dates.

Network Traffic Analysis (NTA) Software Market Outlook

The global Network Traffic Analysis (NTA) Software market size is poised to witness a robust growth trajectory, with a projected market valuation rising from approximately USD 3.5 billion in 2023 to an impressive USD 12.4 billion by 2032, growing at a compound annual growth rate (CAGR) of 15.2% during the forecast period. The surge in this market is predominantly fueled by the increasing need for sophisticated cybersecurity measures due to the escalating frequency and complexity of cyber threats. Organizations are progressively recognizing the critical importance of NTA software in detecting, monitoring, and responding to potential network anomalies and threats, driving the market's expansion.

A major growth factor contributing to the burgeoning NTA Software market is the exponential growth in data traffic, attributed to the widespread adoption of cloud computing, IoT devices, and the ongoing digital transformation across industries. As enterprises expand their digital footprint, the volume of data traversing networks has seen an unprecedented rise, necessitating advanced network traffic analysis solutions to ensure efficient management and security of data. Moreover, the increasing sophistication of cyber threats, including advanced persistent threats (APTs) and ransomware, has made continuous network monitoring and analysis indispensable for organizations striving to protect sensitive information and maintain business continuity.

Another significant driver for the NTA Software market is the growing regulatory pressures and compliance requirements across various sectors, including BFSI, healthcare, and government. These regulations mandate organizations to implement robust cybersecurity frameworks and ensure data protection, thereby propelling the demand for comprehensive NTA solutions. Companies are increasingly investing in NTA software to comply with standards such as GDPR, HIPAA, and PCI-DSS, which emphasize the importance of network security and data privacy. As regulatory landscapes continue to evolve, the necessity for effective network traffic analysis tools becomes even more pronounced, further accelerating market growth.

The increasing adoption of artificial intelligence (AI) and machine learning (ML) technologies in network traffic analysis is also a key factor driving the market's growth. These technologies enhance the capabilities of NTA software by enabling automated threat detection, predictive analytics, and anomaly detection, thereby improving the overall efficiency and accuracy of network monitoring. The integration of AI and ML has allowed NTA solutions to evolve from traditional reactive systems to proactive security platforms, capable of identifying and mitigating threats in real-time. This technological advancement is particularly attractive to large enterprises and government agencies that require robust security measures to safeguard critical infrastructure and data.

From a regional perspective, North America is anticipated to lead the NTA Software market during the forecast period, owing to the region's well-established IT infrastructure and the presence of major industry players. The Asia Pacific region, however, is expected to witness the fastest growth, driven by rapid technological advancements, increasing internet penetration, and a rising focus on cybersecurity across emerging economies such as India and China. Europe also presents significant growth opportunities, supported by stringent data protection regulations and growing investments in cybersecurity solutions. These regional dynamics highlight the diverse growth trajectories and opportunities present across the global NTA Software market.

Component Analysis

The Network Traffic Analysis Software market is segmented into two primary components: software and services. The software segment accounts for the largest share of the market and is expected to continue its dominance throughout the forecast period. This is primarily due to the increasing demand for advanced network traffic analysis solutions that can efficiently monitor, detect, and respond to potential security threats. With the escalating frequency of cyberattacks, organizations are increasingly leveraging sophisticated software to enhance their network security posture and mitigate risks. The software component includes various solutions such as real-time traffic monitoring, anomaly detection, and threat intelligence, which are integral to comprehensive network security strategies.

The services segment, on the other hand, is projected to witness signi

SDCC Traffic Congestion Saturation Flow Data for January to June 2022. Traffic volumes, traffic saturation, and congestion data for sites across South Dublin County. Used by traffic management to control stage timings on junctions. It is recommended that this dataset is read in conjunction with the ‘Traffic Data Site Names SDCC’ dataset.A detailed description of each column heading can be referenced below;scn: Site Serial numberregion: A group of Nodes that are operated under SCOOT control at the same common cycle time. Normally these will be nodes between which co-ordination is desirable. Some of the nodes may be double cycling at half of the region cycle time.system: SCOOT STC UTC (UTC-MX)locn: Locationssite: Site numbersday: Days of the week Monday to Sunday. Abbreviations; MO,TU,WE,TH,FR,SA,SU.date: Reflects correct actual Date of when data was collected.start_time: NOTE - Please ignore the date displayed in this column. The actual data collection date is correctly displayed in the 'date' column. The date displayed here is the date of when report was run and extracted from the system, but correctly reflects start time of 15 minute intervals. end_time: End time of 15 minute intervals.flow: A representation of demand (flow) for each link built up over several minutes by the SCOOT model. SCOOT has two profiles:(1) Short – Raw data representing the actual values over the previous few minutes(2) Long – A smoothed average of values over a longer periodSCOOT will choose to use the appropriate profile depending on a number of factors.flow_pc: Same as above ref PC SCOOTcong: Congestion is directly measured from the detector. If the detector is placed beyond the normal end of queue in the street it is rarely covered by stationary traffic, except of course when congestion occurs. If any detector shows standing traffic for the whole of an interval this is recorded. The number of intervals of congestion in any cycle is also recorded.The percentage congestion is calculated from:No of congested intervals x 4 x 100 cycle time in seconds.This percentage of congestion is available to view and more importantly for the optimisers to take into account.cong_pc: Same as above ref PC SCOOTdsat: The ratio of the demand flow to the maximum possible discharge flow, i.e. it is the ratio of the demand to the discharge rate (Saturation Occupancy) multiplied by the duration of the effective green time. The Split optimiser will try to minimise the maximum degree of saturation on links approaching the node.

Update, Autumn 2024: We have now published an interactive dashboard which is designed to provide typical average daily flows by month or by site for the purposes of long-term trend monitoring. This approach to data provision will enable users to access data in a more timely fashion, as the dashboard refreshes on a daily basis. The data in this dashboard has also been cleaned to remove 'non-neutral' and erroneous days of data from average flow calculations. Please examine the front page of the dashboard for clarity on what this means. This dashboard is available at the following link: Cambridgeshire & Peterborough Insight – Roads, Transport and Active Travel – Traffic Flows – Traffic Flows Dashboard (cambridgeshireinsight.org.uk) The background: In spring and summer 2019, a series of smart traffic sensors were installed in Cambridge to monitor the impact of the Mill Road bridge closure. These sensors were installed for approximately 18 months in order to gather data before the closure, during the time when there was no vehicle traffic coming over Mill Road Bridge and then after the bridge re-opened. Due to the success of the sensors and the level of insight it is possible to gain, additional sensors have since been installed in more locations across the county. A traffic count sites map showing the locations of the permanent and annually monitored sites across the county, including the Vivacity sensor locations, is available on Cambridgeshire Insight. The data Data from the longer-term Vivacity sensors from 2019-2022 is available to download from the bottom of this page. The Vivacity sensor network grew considerably during 2022 and as a result, manual uploading of the data is no longer feasible. Consideration is currently being given to methods to streamline and/or automate Vivacity data sharing. The data below provides traffic counts at one-hour intervals, broken down into 8 vehicle categories. Data is provided (with caveats – see bottom of page) from the installation of the sensor up to 31/12/2022. The 8 vehicle categories are: 'Car', 'Pedestrian', 'Cyclist', 'Motorbike', 'Bus', 'OGV1', 'OGV2' and 'LGV'. The counts are broken down into inbound (In) and outbound (Out) journeys. Please see the 'Location List' below to establish which compass directions the 'In' and 'Out' are referring to for each sensor, as it differs by location. Some sensors record counts across multiple 'count-lines' which enables the sensor to provide more accurate counts at different points across the road, for example footways, cycle ways and the road. This is particularly useful for picking up pedestrians. Sensors with multiple count lines often present data for the road, the left-hand side footway (LHS) and the right-hand side footway (RHS) respectively. To determine the total flow, simply aggregate the centre, LHS and RHS count-lines. Please note that new countlines have been introduced over time for some sensors so care should be taken to make sure all necessary countlines are included when calculating a total flow. In some locations sensor hardware has been replaced and the sensor number has therefore changed (e.g. the Perne Road sensor was originaly named "16" but was subsequently replaced and renamed "44"). Please refer to the 'Location List' file which details the current and previous sensor numbers at each location. Caveats: 1. Data quality: ​A Vivacity sensor performance monitoring exercise was undertaken in 2022 to determine the level of accuracy of the Vivacity sensors. The findings of this exercise are documented in a technical note. The note helps to highlight data limitations and provides guidance on how best to work with the Vivacity data. A key finding within the note is that the v1 hardware Vivacity sensors (a small group of older hardware sensors) have been found to struggle to accurately count pedestrians and cyclists. As of December 2022, the only sensors that continue to use v1 hardware are on Milton Road (s13), Coleridge Road (s3), Vinery Road (s4), Coldham's Lane (s7), Devonshire Road cycle bridge (s12) and Hills Road (s14). Full details are provided within the tehcnical note. The note also helps to highlight data limitations and provides guidance on how best to work with the Vivacity data. 2. Data gaps: The sensors are designed to capture data 24 hours per day, 7 days per week however there are occasions when sensors go down and are not able to capture data or only capture partial data that is therefore not representative. The Research Group make every effort to remove data believed to be misleading but this cannot be guaranteed and the user is responsible for sense checking the data and excluding anything considered erroneous prior to use. The Research Group exclude days where very low or zero flows have been recorded for the day. Within the spreadsheets, these rows will simply appear blank when downloaded – indicating that the sensor is live and active during this time, but the output is not deemed reliable enough for publication. 3. British summer time / clocks changing: The data is provided in hourly intervals in the local time zone. When the clocks go forward at the end of March and the clocks go backwards at the end of October there are therefore missing / duplicate hours included within the data. On 27 October 2019, 25 October 2020, and 31 October 2021, all countlines will show two separate values for 1am. This is due to clocks going back at 1am in the morning on these dates. As these days were all 25-hours long we have kept both instances in the data for full transparency. Similarly, all countlines on 29 March 2020, 28 March 2021, and 27 March 2022 will show no values at all for 1-2am. This is due to the clocks going forward by one hour on these dates meaning they were 23-hour days.