SCATS Adaptive Traffic System

TRB Committee A3A18

Adaptive Traffic Control Workshop
July 1998
Note : Additional comments available on Notes page.
For further information contact:
Neil.R.Gross@cpmx.saic.com
Company: www.tcore.com
SCATS - Objectives and Installations
Minimize Stops( light traffic), delay (heavy
traffic) and travel time.
SCATS is installed in many cities worldwide,
There are approximately 5000 intersection under
SCATS control around the world,
Largest systems are: Sydney (2000 intersections),
Melbourne (2000), Hong Kong (600) and, in the
US, Oakland County MI (350).
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 SCATS System Architecture
Minimal System - Single Region

Dial-in
Workstation(s)

Regional Computer

SCATS Traffic
Controllers
Up to 128 per
Regional
Computer
Point-to-Point or Multidrop
connected Traffic Controllers

3
 SCATS System Architecture
Expansion from Single Region

Data Switch Dial-in

Workstation(s)

Local Regional
Computers

SCATS Traffic
Controllers
Up to 128 per
Regional
Computer
Point-to-Point
connected Traffic
Controllers

Multidrop connected Traffic Controllers

4
 SCATS System Architecture
Management System
DEC VAX
Operator
SCATS Management Computer
Workstations

Dial-in
Workstation(s)
SCATS LAN

Local Regional
Computers

SCATS Traffic
Controllers
Up to 128 per
Regional
Computer
Point-to-Point
connected Traffic
Controllers

Multidrop connected Traffic Controllers

5
 SCATS System Architecture
Remote Regional Computers
DEC VAX
Operator
SCATS Management Computer
Workstations

Dial-in
Datalink Workstation(s)
SCATS LAN
Up to 32 Regional Computers

Local Regional Remote Regional

Computers Computer(s)

SCATS Traffic
Controllers Ramp Metering
Up to 128 per Controllers
Regional
Computer
Point-to-Point
connected Traffic
Controllers

Mixed Connection
Multidrop connected Traffic Controllers

6
 SCATS System Architecture
Full System - with Integration Server
SCATS Interface Server
DEC VAX
Operator
SCATS Management Computer
Regional Workstations
ATMS,
ATIS Dial-in
Services, Datalink Workstation(s)
ITMS SCATS LAN
External
Up to 32 Regional Computers
LAN

Local Regional Remote Regional

Computers Computer(s)

SCATS Traffic
Controllers Ramp Metering
Up to 128 per Controllers
Regional
Computer
Point-to-Point
connected Traffic
Controllers

Mixed Connection
Multidrop connected Traffic Controllers

7
 SCATS System Architecture
Local Traffic Controllers - tactical control (calling,
extension) and data collection,
Regional Computers - Strategic control,
Management Computer - Communications and Database
functions.
Simplest configuration - single Regional Computer.
Operator Interface - Windows 95 or -NT Graphical user
interface with point and click access to all parameters.
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SCATS GUI Example

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 SCATS Data Requirements
Loop Detectors or equivalent (video detection in
Oakland County MI) in each lane at the stop line.
Detectors used for calling and extension.
Controller collects number of spaces and total
space time during green of each phase, each cycle
for use by SCATS adaptive algorithm.
Actual movement data collected by stop line
detectors allows accurate split determination. 10
SCATS Data Requirements
Degree of Saturation (DS)
and Car Equivalent Flow
(VK) for each Approach
lane .
DS used to vote for Cycle
Length and Split Plan.
VK used to vote for Offset
Plan

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 SCATS Data Requirements
An upstream approach can vote at downstream
intersection (Engineer selectable). Early influence.
Tactical operation of controller can be enhanced by
special detector logic in the controller personality.
Special functions include:
queue length detectors
detector combinations
turn/through discrimination for shared lanes, etc.
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 SCATS Data Requirements
No modeling required.
User defines:
subsystems
target cycle lengths and relationship to DS,
split plan strategy
linkages and offsets

13
 SCATS Communication Requirements
Point-to-Point or
Point-to-Point
Multidrop.
Once per second 300 Baud, Bell 103 FSK
Full Duplex two-wire.
communication with each Regional
Computer Standard "telephone" pair.(~4KHz
bandwidth).

intersection.
Messages are normally 1
to 5 bytes, average 3 Multidrop
1200/2400 Bps, V22/V22bis
DPSK/QAM Full Duplex two-wire.
bytes. Standard "telephone" pair (~4KHz
bandwidth).
4 or 8 drops.

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 SCATS Communication Requirements
Optional digital
communications port
B

(RS232) for direct SCATS Regional System

network connection, A

Network
B

Requires 300 Baud Full

duplex channel with A

addressing/routing by Digital (RS232)

network.
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 SCATS Hardware Requirements
Management Computer - DEC VAX/ALPHA,
OpenVMS
Regional Computer - Personal Computer (200
Mhz) with Windows NT and Digi serial
communications interface modules,
Local Processor - Traffic Controller with SCATS
functionality, available for NEMA and 170.
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 SCATS Traffic Controllers
170 NEMA

AWA Delta 170 upgrades AWA Delta 3N controller

existing 170 controller to replaces existing NEMA
support SCATS. controller.
Relay Module added for Connections are via
sense/control of cabinet existing A, B and C
status. connectors.
One back-panel link
required. 17
 SCATS Control Variables
Tactical Control
presence (locked or non-locked) for phase call
non-occupancy for gapping and wasting (accumulated
waste green) for phase termination.
Strategic Control
Number of spaces and total space time
Used to develop Degree of Saturation DS and Car
Equivalent Flow VK
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 SCATS Degree of Saturation
DS = [green-(unused green)]/available green
Green is phase time during data collection
Unused green is space time greater than or less
than the saturation space time. i.e.
Total space time from controller, LESS
Number of spaces times the standard space time at
maximum flow
Unused green is a measure of efficiency (zero at
saturation flow, +ve undersat, -ve oversat). 19
 SCATS Degree of Saturation
DS = [green-(unused green)]/available green
Standard space time at maximum flow is self
calibrated daily
DS is the ratio of efficiently used phase time to
available phase time,
DS can be >100% i.e. during oversaturation the
used green can be negative - vehicles are closer
than standard space time at maximum flow.
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 SCATS Car Equivalent Flow - VK
Derived from DS and the lane saturation flow for
each lane,
Independent of vehicle types in traffic stream,
Allows valid comparisons of competing flows for
offset selection.
VK= DS x green time x vehicles per second at
maximum flow
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 SCATS Data Smoothing and Damping
DS and VK are used as weighted averages usually
over three cycles,
SCATS uses smoothing, damping (i.e.reducing
the gain of feedback control loops) and hysteresis
extensively,
It is the calibration of these techniques over years
of experience that is the key to effective
performance.
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SCATS DS Usage - Cycle Length
Delay Delay increases rapidly
for CL below Co
(optimum CL)
Exact CL not critical as
long as not less than Co
SCATS Subsystem CL
determined from highest
value of DS in the
Co Cycle Length
subsystem. 23
 SCATS DS Usage - Cycle Length
User defined equilibrium DS values used to
determine relationship between measured DS and
CL.
Objective to keep CL below user defined targets.
RL (target CL) determined for measured DS.
Compared with last CL
Difference and direction of change RL
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 SCATS DS Usage - Cycle Length
Weighted average of RL(last three cycles) determines
final RL
CL can move toward final RL by +/- 6 seconds.
CL can change by up to 9 seconds where RL for the last
two cycles was > 6 seconds. (allows response to steep
change in demand)
Subsystems at LCL(low CL) move to SCL (Stopper
CL) based on flow per cycle parameters, not DS. (i.e.
step change).
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 SCATS DS Usage - Split Plan
Possible split plans examined each cycle to
determine the most equisat plan for the next
cycle, i.e.minimal delay
Equisat: DS on critical approaches equal,.
Maximum projected DS for each possible plan
calculated (using last cycle DS values). Plan with
the lowest maximum selected.
Projected DS = DS (old split/new split)
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 SCATS DS Usage - Split Plan
For Incremental Split Selection: selection is from 7
possible plans for 2 phase (stage) intersection or 37
possible plans for 3 and 4 phase (stage) intersections
(sample shown below)
Plan 21 22 23 24 25
Phase 1 -4 2 2 -4 0
Phase 2 2 0 2 2 -4
Phase 3 0 -4 0 2 2
Phase 4 2 2 -4 0 2
(figures are percent change, i.e. plan 21 = 4 % off phase 1,
2 % added to plans 2 and 4.)
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 SCATS Offset Selection
Offset plans are selected by comparing traffic
flows on the links,
Directional Bias values (DBs) are entered for
each of four plans for each link
Weighted three-cycle average volumes (VK) are
multiplied by the DBs and the results summed
for each plan,
The plan with the highest sum receives the vote.
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 SCATS Offset Selection
A new offset plan is adopted when 4 of the last 5
votes are for the same plan.
Two offset values, a and b, are entered for each
offset plan, and a CL range, CL1 and CL2, is
entered for each plan,
The offset adopted is a at CL1, b at CL2 and a
linear interpolation for CL between CL1 and CL2
(can be disabled if jump desired)..
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 SCATS Coordination
Intersections are grouped in Sub-systems,
A sub-system comprises one or more intersections
only one of which is critical i.e. requires
dynamic split selection,
All cycle length and split plan voting is carried
out at the critical intersection,
CL and Splits at minor intersections in the sub-
system are controlled by the critical intersection.
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 SCATS Coordination
All intersections in a sub-system operate at the
same CL and are coordinated via offsets.
Sub-systems can marry to achieve coordination
using a separate set of offsets,
Married sub-systems have the same CL,
Marriage and Divorce is controlled through
voting based on CL and volume and occurs
automatically.
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 SCATS Phasing Flexibility
Compatible phases (signal groups or displays)
grouped into STAGES (e.g. main street through
may be 2 and 6. These are grouped into Stage A).
Signal Group control within stages for conditional
overlaps, green arrow vs ped. control etc. allowed.
SCATS has seven Stages, A to G,
Stages can be introduced in any order,
Any undemanded stage can be skipped,
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 SCATS Phasing Flexibility
In Isolated and Flexilink (fallback) modes the
sequence is defined in controller personality.
Several options are provided.
In Masterlink mode the sequence is determined by
data in the Regional Computer.
Split plan features used to control gapping, stage
selection and assignment of unused stage time (e.g. no
gap, no gap for % of stage, time gain etc.).
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 SCATS Arterial/Network Capability
Normally arterial, i.e one coordination route,
Offset plans automatically arranged for low CL,
Direction 1, Business Peak and Direction 2 use,
For a network the offset plans can be independent
for use on multiple coordination routes. (Select
N1 subsystem key option).
Split plan features can be used to ensure stages
run full length to ensure coordination.
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 SCATS Arterial/Network Capability
Offsets between subsystems are defined in the
form LPn=ttppnn i.e. reference offset in this
subsystem is offset by tt seconds from the end of
Stage pp at intersection nn,
nn can be different on each of the four offset
plans,
thus coordination decisions are not constrained by
simple inbound vs outbound arguments.
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 SCATS Arterial/Network Capability
When SCATS is employed on a grid network,
offsets are selected as dictated for the heavily
trafficked routes through the network,
At all times, as many links as possible will be
operating with defined offsets and these will be
the links with the greatest flow,
The remaining links, for which offsets cannot be
defined because it would close loops, are those
with the lowest traffic flow.
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 SCATS Measures of Effectiveness
MOEs available from system include (per lane):
SCATS Degree of Saturation DS
VO/VK (actual/calculated vehicles during green)
MOEs should be measured independently:
SCATS in Sydney is equipped with ANTTS (Automatic
Network Travel Time Subsystem-link travel times from 4000
taxicabs collected and analyzed continuously).
Unusual Congestion Monitor
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SCATS Priority Systems - Controller
Five priority inputs provided, one railroad and
four vehicle,
Vehicle priority inputs accept steady or pulsed
signal for different preemption display,
Preemption display (signal groups), ending
overlaps and return stage can be selected,
Preemption is a function of the controller, SCATS
knows preemption is active.
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 SCATS Priority Systems - System
SCATS Route Preemption Control (RPC) System
provides automatic emergency route control from
a single input (e.g. fire station pushbutton),
Route is defined as list of intersections with
stage(s) to be held (dwelled), delay from previous
I/S and dwell time.
Monitor is provided for up to 10 intersections.
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 SCATS and Oversaturation
SCATS DS can be >100% i.e. oversaturated,
Stretch effect i.e. all stages share extra CL up to
XCL after which only the stretch (usually
coordination) stage gets the benefit (i.e. a move
away from equisat),
SCATS allows the traffic engineer to decide
which route should be favored, by how much and
where the queue can be tolerated.
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SCATS and Oversaturation
Illustration of the Stretch effect
Split

Stretch
A

C
CL
LCL XCL HCL

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 SCATS Controls
SCATS provides many facilities for the traffic
engineer to achieve custom control in special
circumstances while still maintaining adaptive
operation,
Variation routines at intersections allow special
operation based on detection of a parameter value
(CL, volumes, stage or phase active, next stage to
run etc.) including calling of an operator
keystroke macro.
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 SCATS Management System
Inventory System
Extended Alarm Monitor and log
Extended System Event log
Extended System Monitor/Volume Monitor
Unusual Congestion (Incident) Monitor
Flow Database System (Count Station Data)
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 SCATS Management System
Flexigen System (auto generation of time based
fallback plans from SCATS data)
Maintenance Management System
Vehicle Location System
Bus Passenger Information System
Tidal Flow Intersection Control System
VMS Control
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 End

Thank You