The system operates in real–time, adjustingsignal timings in response to variations in trafficdemand and system capacity.The purpose of SCATS, as with any area trafficcontrol system, is to control traffic on an areabasis rather than on an individual, uncoordinatedintersection basis.

New GenerationSCATS is constantly improved and enhancedas new technologies become available. Inresponse to customer needs, the Roads andTraffic Authority of NSW (RTA) has released thenewest version of SCATS. This newest version,SCATS 6, provides far more flexibility for thedecision maker, the Traffic Engineer, and mostimportantly the accountant.Major enhancements include:

– Moving to a personal computer platform.– Increasing the number of intersections

that can be connected to one computer.– Improving data collection resources and

reporting facilities.– Improving management and monitoring

methods.SCATS 6 is available in different configurationsto suit specific needs and budgets. Theseconfigurations include:

– Full Real Time Traffic Adaptive.– Fixed–time Plans.– Dial–In, Dial–Out, which offers unique

remote access to sites in outlying areasthat need monitoring on a daily basis.This configuration reduces the need forconstant visits to check operations.

Improvements to the new version are toosubstantial to describe in this booklet. However,details are available from the contacts listed onthe back page.

SCATS has always been a real time adaptivetraffic management system. Nothing haschanged except the recognition of the variety ofsystems required by traffic engineers around theworld, each with their own diverse trafficconditions.This booklet describes SCATS in its mostfunctional role, that of a real–time, responsive,adaptive traffic management system. Details offixed–time plans, and Dial–In, Dial–Outconfigurations are available on request.

As a computer–based area trafficmanagement system, SCATS1 is a

complete package that includeshardware, software, and a unique

control philosophy.

1 Sydney Coordinated Adaptive Traffic System

2

Adaptive System Copeswith Unusual DemandAdaptive SCATS, unlike ‘fixed-time’ or‘semi-responsive’ systems, requires nopre-calculations of composite signal timingplans. Logic and algorithms in the system’scontrollers and traffic control computer analysereal–time traffic data from vehicle detectors toproduce signal timings that are suitable for theprevailing traffic conditions.Many other area traffic control systems managesignals on a ‘fixed–time’ basis in which a seriesof signal timing plans are brought into operationat certain times of the day. Each plan determinesthe timing of individual signals, and the timerelationship between signals is pre–calculatedbased on previously surveyed traffic conditions.A ‘fixed–time’ system is generally unable to copewith unpredicted traffic conditions. SCATS 6addresses this problem by improving decision–making capabilities built into the FTP system tocompensate for this deficiency in fixed–timeoperation.

No Need to Update Timing PlansFurthermore, as traffic conditions change withthe passage of time, fixed–time plans becomeoutdated. This requires resurveying the area andnew signal timing plans calculated every fewyears. Experience has shown this procedure tobe expensive and to require resources that arenot always readily available.As a result, either the development of new plansis deferred beyond the useful life of the old plansor ‘ad hoc’ changes are made to the plans andtimetables, usually resulting in sub–optimumperformance.

More Responsive ControlMethod RequiredThe problems of ‘fixed–time’ systems suggestthat a technique responsive to changing trafficconditions would be more appropriate as wellas more acceptable to the motoring public.

SCATS Offers Real–TimeResponsivenessThe implementation of a fully responsive systemdoes not mean that the careful design of eachintersection can be avoided. The present stateof technology only allows for the real–timevariation of signal timings at the intersectionsthat have been designed to suit known oranticipated traffic requirements.A degree of adaptability of the local design tovarying traffic requirements is accommodatedby a system such as SCATS. This is achievedby providing a variable sequence of stages andthe ability to omit stages or movements from thesequence on a cycle–by–cycle basis, wheneverthere is no demand.

Four Modes of OperationSCATS manages signals in the system usingfour operations modes:

– Masterlink– Flexilink– Isolated– Flashing Yellow

The adaptive mode, known as Masterlink,provides the integrated traffic responsiveoperation.In the event of failure of a regional computer orloss of communications, the local controllers canrevert to a form of time–based coordinationknown as Flexilink. In this mode, adjacent signalsare synchronised by reference to the powermains frequency or an accurate crystal–controlled clock, and signal timing plans areselected by time of day. Local vehicle actuationfacilities are operational in this mode.Signals may also operate in an Isolated modewith local vehicle actuation being the soleoperating strategy.The fourth mode is Flashing Yellow in which thenormal signal display is replaced by flashingyellow displays on all approaches or flashingyellow and flashing red to different approaches.

Adaptive alteration of Cycle Lengths and Splits over 24 hours .

3

Any Mode Can be UsedProvided communications are functional, signaloperation can still be centrally monitored inFlexilink, Isolated, and Flashing Yellow modes. Anysignal may be set to any of the four modes eitherby time of day or an operator using a SCATSworkstation.

Two Levels of ControlSCATS control of traffic is effected at two levelsthat determine the three principle signal timingparameters of traffic signal coordination; stagesplit, cycle length and offset.These two levels are referred to as ‘StrategicControl’ and ‘Tactical Control’.Strategic ControlStrategic Control is the top level of control that isimpressed on a network of coordinated signalsby the regional computer. Using flow andoccupancy data collected from loop detectors inthe road by the local controllers, the strategicalgorithms determine, on an area basis, theoptimum cycle length, stage splits and offsets tosuit the prevailing average traffic conditions. Thisis carried out for adjacent groups of signals(usually one to ten in size), which are known assubsystems.SubsystemsThe subsystem in SCATS is the basic unit ofstrategic control. Each subsystem consists of oneor more intersections and contains only one criticalintersection that requires accurate and variablestage splits. The intersections in a subsystem forma separate group that are always coordinatedtogether and share a common cycle length, inter–related split, and offset selection.

Stage splits for minor intersections in thesubsystem are, by definition, non critical and aretherefore either non–variable or selected by amatching process which selects splits that arecompatible with the splits in operation at thecritical intersection.Subgroup LinkingTo coordinate larger groups of signals,subsystems can link together to form largersystems, operating on a common cycle length.These links, which determine the offsetsbetween the subsystems, may be permanent,or may link and unlink as needed.This ensures that where traffic flow betweensubsystems is sufficient to warrant coordinationthe link is enforced but when one or moresubsystems can operate more efficiently at alower cycle time, the link is broken.Degree of SaturationThe basic traffic measurement used by SCATSfor strategic control is the degree of saturationon each approach or, more accurately, ameasure analogous to degree of saturation.Inductive loop vehicle detectors placed inimportant approach lanes at the stop line of thecritical intersections (and some detectors atother intersections) are defined in the regionalcomputer database as strategic detectors.The local controller collects flow and occupancydata during the green of the approach and, afterpre–processing, it is sent to the regionalcomputer and used (together with automaticallyself–calibrated saturation flow data for eachdetector) to calculate the SCATS ‘degree ofsaturation’, or DS.The degree of saturation is defined as the ratioof the effectively used green time to the totalavailable green time on the approach. Theeffectively used green time is the length of greenwhich would be just sufficient to pass the sameplatoon of vehicles had they been travelling atoptimum headways as in saturation flowconditions.The algorithm is capable of producing values ofDS greater than unity in congested conditions,enabling SCATS to deal effectively with oversaturated traffic.

Volumes data is collected from all lanes at all junctions 24 hours a day.

4

Effect on Cycle TimeCycle time is increased or decreased to maintainthe degree of saturation around 0.9 (user–definable) on the lane with the greatest degreeof saturation. A lower limit for cycle time (usually30–40 seconds) and an upper limit (usually 100–150 seconds) are specified by the user. Cycletime can vary by up to 21 seconds each cyclebut this limit is substantially reduced unless astrong trend is recognised.Effect on Stage SplitsStage splits are varied by a few percent eachcycle in such a way as to maintain equal degreesof saturation on competing approaches, thusminimising delay. The minimum split that canbe allocated to a stage is either a user–definableminimum or, more usually, a value determinedfrom the local controller’s minimum stage length.The current cycle time and the minimumrequirements of the other stages limit themaximum split, which can be allocated to astage.OffsetsOffsets are selected for each subsystem (i.e.,the offsets between intersections within thesubsystem) and between subsystems that arelinked together based on traffic flow. In this way,the best offsets are selected for the high flowmovements. Other links carrying lower flows maynot receive good coordination if the cycle timeis inappropriate. However, when trafficconditions permit the use of a cycle time thatcan provide good offsets on a majority of links,the system tends to maintain this cycle time eventhough a smaller cycle time would providesufficient capacity. Optimal offsets on the heavyflow links minimise the total number of stops inthe system, reducing fuel consumption andincreasing capacity of the system.Tactical ControlTactical Control is the lower level of control thatis undertaken by the local controllers at eachintersection. Tactical control operates under thestrategic umbrella provided by the regionalcomputer but provides local flexibility to meetthe cyclic variation in demand at eachintersection.

Tactics essentially terminate green stages earlierwhenever the demand for the stage is less thanthe average demand, and to omit stages entirelyfrom the sequence if there is no demand.Conditional signal group introduction is alsoprovided. The local controller bases its tacticaldecisions on information from the vehicledetector loops at the intersection, some or all ofwhich may also be strategic detectors.Tactical Control is the Responsibility of theControllerThe tactical level of control is carried out in thelocal controller using exactly the sameoperational techniques as described for isolatedoperation for a local controller.The degree to which tactical control is able tomodify the signal operation is entirely under thecontrol of the regional computer.Tactical Control different to IsolatedA basic difference from isolated operation is thatone stage, usually the main road stage, cannotskip and cannot terminate early by action of gapand waste timers.This is because all controllers in a linked groupmust share a common cycle time to achievecoordination. Any time saved during the cyclebecause of other stages terminating early orbeing skipped may be used by subsequentstages or is added on to the main stage tomaintain each local controller at the system cyclelength.Strategic and Tactical Control Together EqualsEfficiency on the StreetThe combination of strategic control, whichvaries the split, cycle time and offsets inresponse to gradual changes in traffic demandpatterns, together with tactical control, whichhandles the rapid but smaller changes indemand cycle by cycle, results in a very efficientoperation of the signals on the street.Operator ControlSCATS provides the operator with a range ofmanual functions to override the normalautomatic operation. These functions allow:

– Manual control of signal lamps to ‘on’,‘flash’, or ‘off’.

– Manual selection of link mode toMasterlink, Flexilink, or Isolated mode.

5

– Manual selection or alteration of split,cycle time or offset, either on an individualintersection or for a whole subsystem. (Agroup of intersections is typically 2–4junctions.)

– A dwell facility that allows any signal to beheld on a nominated green stage for aslong as required.

Variation by TimetableSCATS also allows system operation to be variedby a timetable. Almost any function that can beexecuted manually can also be set up to occur atspecified times on specified days. For example,in a central business district, pedestrian walksmay be automatically introduced on businessdays, late shopping nights and other periods ofhigh pedestrian activity.Special RoutinesA range of special routines is also available inSCATS that allows the user to define specialoperations to occur under special conditions.These routines are used to addressrequirements not covered by the generaloperation of SCATS. Features of this type enableevery detail of signal operation to be tailored tomeet the operational needs of each individualintersection. SCATS is the only system to offersuch a feature.CapacityThe capacity of a SCATS regional computer is250 intersections.Software is available in a variety of incrementsas follows:

– 0–16 intersections

– 17–32 intersections– Subsequent increases in multiples of 32

intersectionsFor larger systems, a series of regionalcomputers are networked under the control of aSCATS Central Manager computer.

Fallback OperationAutomatic FallbackIn the event of regional computer failure, loss ofcommunications between the computer and anylocal controller, failure of all strategic detectors,or certain other local malfunctions, the affectedintersections will ‘fallback’ to a user–definedmode of operation which may be either Flexilink(time–based coordination) or Isolated operation.Coordination Maintained during FallbackIf specified by the user, fallback at oneintersection will also cause other intersectionsin the subsystem to fall back and, optionally,intersections in adjacent linked subsystems. Inthis way, if Flexilink is specified as the fallbackmode, coordination can be maintained betweenintersections affected by the failure.The Controller is the KeyAll data necessary for fallback operation is heldin the local controller, i.e., local signal timingsfor Isolated operation and plans and schedulesfor Flexilink operation. A copy of this data is heldin the regional computer so that it may bedownloaded from the regional computer to thelocal controller in the event of it being lost. Theclocks in the local controllers are periodicallychecked by the regional computer and adjustedas necessary.

Controller information data form.

A dwell manually forces the controller to the nominated stage viathe shortest possible path, subject to all safety constraints being

met and to remain there for a fixed period.

6

System HardwareComputer PlatformDistributed, Hierarchical SystemSCATS is designed in a modular configuration tosuit the varying needs of small, medium, and largecities. Personal Computers are used. In itssimplest form, a single regional computer cancontrol signals at up to 250 intersections.Expansion of the system is achieved by installingadditional regional computers. For largesystems, it is common to add a CentralManagement Computer to provide centralisedaccess for data input, monitoring and traffic datacollection, improved system managementsupport, data analysis, data backup, fault loggingand analysis and a system inventory.These features ease the logistic burden ofmanaging larger systems. A typical large systemSCATS computer configuration is shown below.Regional Server ComputersSCATS Regional Server operates on standardWindows NT computers. Asynchronous serial(multi–port) interfaces and modems (onechannel per controller) connect the RegionalComputer to the intersection communicationslines.Regional computers are usually located near thecentre of the group of signals it controls tominimise the cost of communications lines.

Central Manager ComputerSCATS Central Manager operates on WindowsNT using a standard personal computer.Communications with regional computers andworkstations is via an Ethernet LAN or WAN.The Central Manager software can reside on thesame computer as the Regional Server software.

User InterfacesThe Operator interface to SCATS is normally bypersonal computer acting as a workstationterminal and running RTA interface software.Minimum requirement is 486DX or better with a32–bit operating system (Windows 95 orWindows NT4). The graphical user interfacerequires a minimum screen resolution of 800 x600 (Super VGA).Computer workstations operate in the followingmodes:

– Local mode, as a freestanding computer.– Local network mode (accessing any

computer on the LAN).– SCATS workstation, providing access to

the traffic control system andmanagement subsystems provided bythe Central Management Computer.

– Workstations may be connected via theLAN (e.g. thin wire Ethernet), via aterminal server, or direct to a regionalcomputer.

– Field terminals (e.g. laptop) connected toa local controller.

Monitoring and Control FacilitiesThe full range of operator commands andmonitoring functions is available from allworkstations subject to the security accessafforded to each operator as defined in thedatabase. Passwords are provided for securitypurposes.These facilities are provided from workstationsat the control centre, any regional computer, andany intersection controller or remotely viamodem. The information displayed includes:

Modem

SCATSComputerRegion 1

SCATSComputerRegion 2

SCATSComputerRegion 3

SCATSCentral

Manager

Other ITSFacilities

Video Wall

RemoteAccessTerminal

LAN or WAN

Operator Workstations

Modem

SCATSComputerRegion 1

SCATSComputerRegion 2

SCATSComputerRegion 3

SCATSCentral

Manager

Other ITSFacilities

Video Wall

RemoteAccessTerminal

LAN or WAN

Operator Workstations

A typical large system SCATS computer configuration.

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Graphical User InterfaceA graphical user interface (GUI) replaces theearlier character–based screen. The mainwindow, the intersection monitoring window, isillustrated above.Data is entered in using forms, an example ofwhich is illustrated below..The Split Plan Editor is used to view or modifythe split plans and related data or to lock, unlockor trim the active split plan.

GraphicsThe workstations support full colour graphics in asizeable window.Regional displayThe Regional Display shows a map of theselected regional area with current traffic flowconditions.Roads display with five different coloursrepresenting conditions from very light to heavilycongested traffic.Subsystem displayThe Subsystem Display shows the selectedsubsystem layout together with an on–linegraphical bar chart.

The chart represents traffic flow and traffic densityas measured by strategic detectors.Intersection displayIntersection Display shows the intersection layoutand stage design with real–time display ofdetector operation and stage greens.On–Line ControlIt is possible to display and change all adaptivecontrol parameters from any system workstationwhile the regional computer is on–line, both byoperator command and automatically by timeof day. There is no need to take the regionalcomputer off–line when altering data or re–configuring the dimensions of any data array.Manual control of any intersection is alsopossible from any system workstation.

Data is entered into the Split Plan Editor.

Regional Display.

Subsystem Display.

Intersection Display.

Main Window displaying an intersection operation.

8

Alarm ConditionsThe system provides a comprehensive set ofalarm conditions to warn the operator of allunusual or fault conditions.These alarms are logged automatically onoccurrence and clearance and can be queriedat any time. Alarms are also provided forcongested traffic conditions in each subsystem.

Local ControllersFour Controller ModesSCATS local controllers can operate in fourmodes. These modes can be invoked manuallyor automatically by the regional computer or atthe local controller.Masterlink ModeIn Masterlink (adaptive) mode, the regionalcomputer determines the stage sequence andthe maximum duration of each state and theduration of walk displays.The local controller may terminate any stageunder the control of the local vehicle actuationtimers or skip an undemanded stage, unlessprohibited by instruction from the regionalcomputer.The regional computer controls the stagetransition points in the local controller subject tothe local controller safety interval times beingsatisfied (e.g. minimum green, pedestrianclearance, etc.).On completion of the transition to a new stage,the local controller times the minimum green andminimum walk intervals and then waits for astage termination command from the regionalcomputer.

On receipt of the command to move to the nextstage, the local controller then independentlytimes the necessary clearance intervals (eg.yellow, all–red) for the stage termination.Communications errors or faulty operation of thetraffic control computer cannot cause the localcontroller to produce dangerous signal displayssuch as short greens, short pedestrianclearances, short yellows or short reds as wouldbe the case if the local controller depended onthe regional computer for the timing of allintervals.The termination of pedestrian walk signals is alsounder the control of the regional computer toallow the walk timing to be varied to matchprevailing traffic conditions.The duration of the walk signal cannot be lessthan the prescribed minimum walk.Flexilink ModeIn Flexilink (time–based coordination) mode thestage sequence and the maximum duration ofeach stage and the duration of walk signaldisplays is determined by the current plan.The local controller may terminate any stageunder the control of the local vehicle actuationtimers (gap, headway, and waste) or skip anundemanded stage unless prohibited byinstruction within the plan. Flexilink is the usualfallback mode of operation.Isolated ModeIn Isolated mode the state sequence and themaximum duration of each stage is as specifiedin the local controller time–settings.The local controller may terminate any stageunder the control of the local vehicle actuationtimers (gap, headway, and waste) or skip anundemanded stage unless prohibited by thelocal controller personality. Isolated mode maybe specified as the fallback mode of operation.Flashing Yellow ModeIn Flashing Yellow mode the signals displayflashing yellow to all approaches. Other flashingdisplays can available, e.g. flashing red/yellow.Stage SequencingThe signal cycle is divided into stages called A,B, C, etc., and these can be introduced in anydefined sequence (eg. A–B–C–A).

The Alarm Manager monitors system events and alarms.

9

Any stage can be skipped if no vehicle is waitingfor a green on that stage (eg. if no vehicle iswaiting for stage B, the sequence would be A–C–A).In Isolated and Flexilink modes, the sequenceis as defined in the local controller personality.In Masterlink mode, the sequence is determinedby the regional computer.

DetectionStop Line DetectionAll detectors (both strategic and tactical) arenormally located at or near the stop line (one ineach lane).The calculation of the degree of saturation (DS)relies on the detector being of sufficient lengthin the direction of traffic flow to ensure that largevalues of space are not measured underconditions of slow moving, closely spaced traffic(which would appear to be the same as lighttraffic widely spaced).The detector must not be too long, however, asit would not measure any spaces when trafficmoves freely. Research has shown the optimumlength of the detection zone is between 3.5m–4.5m (11.48ft–14.76ft) depending on local trafficbehaviour.Strategic DetectorsStrategic detectors are located at the stop linein order to enable measurement of the use madeof the green time by traffic at a point at whichthe traffic is controlled by the signal.If the strategic detectors were placed remotelyfrom the stop line, assumptions would have tobe made about the flow rate actually achievedduring the green period.At any time when these assumptions were notvalid, an incorrect green time would be allocatedto the approach.

Tactical DetectorsTactical detectors located at the stop linedifferentiate between the left turn, straight aheadand right turn movements at the intersection bothby knowledge of the lane usage in lanes ofexclusive use and by speed differential in laneshared by two or more movements.If the detectors were remote from the stop line,it would not be possible to identify the intendedmovement (direction) of detected vehicles dueto subsequent lane changing.Additional detectors may be installed in advanceof the stop line but, in general, this has beenfound unnecessary.Detector RequirementsTactical detectors should be provided on all lanesof an approach (or movement) that will benefitfrom tactical control, the minor movements beingthe most suitable.It can be seen that approaches most requiringstrategic detection are those least requiringtactical detection and vice–versa, resulting in theneed for detection on most approaches.In general, the approach lanes that can be leftundetected are lightly used curb lanes onapproaches which otherwise require strategicdetection and at minor intersections on the ‘mainroad’ approaches which are not immediatelyupstream of a major intersection.Detection is normally loop–based but newerSCATS systems have used video imagingdetection.

The numbered boxes represent the vehicle detectors, colouredaccording state.

10

CommunicationsData LinksThe local controllers are connected to SCATS bystandard voice–grade telephone lines or adedicated cable network. In both point–to–pointand multi–drop configurations, a single pair ofwires is required.Alternatively, fibre networks including ATMnetworks are often used.Communications ModeMessages are sent to, and a reply messagereceived from, each intersection controller, everysecond.In point to point mode data is transmitted varyingspeeds as low as at 300 bps full duplex wherepoor communications are encountered. The lowspeed rate required for SCATS communicationsallows for a high degree of tolerance in thereliability of the local communications network.

GUI DisplayThe following images demonstrate a few of theoperator workstation screens.

Main windowThe Main Window allows operational data to beviewed or changed. Up to ten monitor windowsmay be open at the same time.

Lamp Status WindowThe Lamp Status window gives access to allconditions relating to the lamps.

SubsystemThe Subsystem window accesses the subsystemwindow, allowing the operation of the subsystemto be monitored.

Password MaintenanceProvided the old password is known, a newpassword can be allocated.

Main Window displaying an intersection operation.

Lamp Status Window.

Subsystem window.

Change Passwords easily.

11

Route Pre–emptionThe View/Route Pre–emption menu item displaysthe Route Pre–emption window. Route Pre–emption is the sequential timed introduction of agreen window along a route.

Typical Capacities of SCATSThe table below lists the typical capacities of aSCATS system in Masterlink (adaptive) mode.

Options– Database & support software.– Automatic network travel time (VIS)

system.– Controller personality production

software.– Variable message signs.– Congestion/Incident Reporting.

Route Pre–emption window.

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List of UTC SCATS Systems

Further information about SCATS, Tyco, or any of our products;please visit our web site at www.tycoint.com or contact:

TEPG AustraliaUnit 1, 2–8 South StRydalmereNSW 2116AustraliaTelephone: +61 2 9638 8100Fax: +61 2 9638 8113

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