The document discusses several urban traffic management systems: MAXBAND, SCATS, SCOOT, ITACA, RONDO, and UTOPIA. It provides details on how each system works, including MAXBAND's optimization of signal timing, SCATS' adaptive real-time control, and SCOOT's continuous optimization of signal splits, offsets, and cycle times. The document also discusses validating and implementing these systems to efficiently manage traffic flow.

1. Urban Traffic Management System
Task ( 2 )
Wael Saad Hameedi
P71062
KKKA 6424
INTELLIGENT URBAN TRAFFIC CONTROL
SYSTEM
Ir. Dr. Riza Atiq Abdullah O.K. Rahmat

2. What is task ( 2 ) about ?
Task ( 2 ) about discussing several types of systems that are needed to
implementing and improving the urban traffic management system.
Those systems are listed below :
 MAXBAND
 SCATs
 SCOOT
 ITACA
 RONDO
 UTOPIA

3.  MAXBAND
žis a bandwidth optimization program that calculates signal timing plans on arterials
and triangular networks. MAXBAND produces cycle lengths, offsets, speeds, and
phased sequences to maximize a weighted sum of bandwidths. The primary advantage
of MAXBAND is the freedom to provide a range for the cycle time and speed. The
lack of incorporated bus flows and limited field tests are disadvantages of
MAXBAND.
OR
žis a portable, off-line, FORTRAN IV computer program for setting arterial signals to
achieve maximal bandwidth. Special features of the program include (a) automatically
choosing cycle time from a given range, (b) permitting the design speed to vary within
given tolerances, (c) selecting the best lead or lag pattern for left-turn phases from a
specified set, (d) allowing a queue clearance time for secondary flow accumulated
during red, (e) accepting user-specified weights for the green bands in each direction,
and (f) handling a simple network in the form of a three-artery triangular loop. Green
splits can be provided or, alternatively, flows and capacities can be given and splits
calculated by using Webster's theory. The program produces cycle time, offsets,
speeds, and order of left-turn phases to maximize the weighted combination of
bandwidths. The optimization uses Land and Powell's MPCODE branch and bound
algorithm. As many as 12 signals can be handled efficiently. The program is available
from the Federal Highway Administration.

4. STRUCTURE OF THE SYSTEM
Figure 2 shows the overall structure of the MAXBAND system. The system consists of five
modules: an overall control module (MAXBAND); and four modules which handle specific
subtasks (INPUT, MATGEN, MPCODE and OUTPUT). The latter four modules execute
sequentially.
Figure 2: Structure of MAXBAND System

5.  SCATS
- How SCATS works
Intelligent traffic management
SCATS (Sydney Coordinated Adaptive Traffic System) is an adaptive urban traffic
management system that synchronizes traffic signals to optimize traffic flow across a whole
city, region or corridor.
SCATS is more than just a way of linking traffic signals to provide road management
coordination, it’s a sophisticated traffic engineering system that allows you to implement
complex, objective-oriented, traffic management strategies.
To use SCATS you need:
 A SCATS-compatible Traffic Signal Controller.
 A centralized computer system to manage all Traffic Signal Controllers.
 A reliable communications network for the centralized computer system to exchange
data with all Traffic Signal Controllers in your city.
 Vehicle detectors at each intersection, usually in the form of loops in the road
pavement.

6. Adaptive control
SCATS is a truly intelligent traffic management system that considers all aspects of traffic
control and can respond to the demands of the network in real time.
Intelligent control that responds to changing demands
SCATS uses an advanced coordinated signal system that considers all the key aspects of
controlling the road network to ensure optimal traffic flow.
In response to demands on the traffic network, SCATS can:
 Determine stage splits at intersections
 Alter cycle time of intersections either individually or in groups
 Introduce cycle or plan-dependent options.
Using data from vehicle detectors and SCATS, your traffic engineer is able to implement
maximum throughput, minimum stops and minimum delay strategies. SCATS is a cycle-by-
cycle system that optimizes cycle length, splits and offsets each and every cycle.

7. Real-time efficiencies
The SCATS system operates in real time, adjusting signal timings in response to variations in
traffic demand. SCATS controls traffic on an area basis rather than on an individual,
uncoordinated intersection basis.
SCATS is adaptive unlike a fixed time system that is generally unable to cope with
unpredictable traffic conditions. This means it requires no pre-calculations or composite
signal timing plans.
Instead, SCATS uses logic and algorithms to analyses real-time traffic data from vehicle
detectors to produce signal timings that are suitable for the prevailing traffic conditions.
Vehicle detectors
Vehicle detectors are required to operate an efficient fully adaptive, urban traffic control
system. The detectors (typically in the form of loops) act as voting elements, which, as more
vehicles cross, help SCATS to determine the traffic conditions needed to:
 Extend the green phase.
 Give an approach more time.
 Reduce the green phase back to normal levels.
Alternative detection technology can be used as long as it has clean contact outputs and can
be interfaced with a SCATS-compatible or SCATS-compliant controller.
 What are the packages of the SCATs software:

8. A versatile and flexible traffic management system
The SCATS urban traffic management system is available in various packages with pricing
to suit the operator, based on their needs and budget.
Core software
SCATS Core software license is able to be purchased in a range of sizes to suit your needs
and is expandable to 16,000 intersections. It also has capabilities to produce on-screen
performance, alarm, event and incident reports.

9. What are the options available for this software ?
Traffic Reporter
Reports traffic volumes for any given road approach, shows the variation of the actual cycle
length time and compares this information with SCATS cycle length time requirements. This
gives the operator an understanding of how well the SCATS system is coordinating the
whole road corridor in that subsystem.
SCATS Communication Monitor
This tool helps operators evaluate the communications between the SCATS Regional
Computer and the Traffic Signal Controller at an intersection. The Communications Monitor
places emphasis on the loss of communications and loss of adaptive control due to Fallback
(the mode whereby the Traffic Signal Controller starts using plan data stored locally).

10. SCATS Alarm Analyser
Provides a collated report of the occurrence of faults and can specify which specific faults to
report on over a given period of time.
SCATS Alert
An automated service that’s designed to monitor particular events at one or more locations,
and notify the operator of any interruptions or occurrences.
ž
ž
ž
SCATS Action Runner
An application that can run SCATS action lists and route pre-emption plans via a simple user
interface. It can be used by staff in an ambulance station or fire station who need to activate a
pre-programmed sequencing of a range signals. It also provides real-time status monitoring
of activated plans and ability to halt activated plans.

11. SCATS Flexilink Data Generator
An application that generates the data that is used when the SCATS system is operating
under Flexilink mode. The use of the data enables better signal coordination during a loss of
communications and automates a task that can be very complex and time consuming when
done manually.
History Reader
An application that reads historical data collected and saved by the SCATS system and
displays the data to the operator for analysis.
And there are additional products can significantly improve the management of the
road network like :
- SCATSIM
- WinTRAFF
- TRAFFIC MANAGEMENT INFORMATION SYSTEM (TMIS)
- NGEN

12. Why choose SCATS?
Here are just some of the reasons why you should choose SCATS for your town or city:
Reduced costs
SCATS maximizes road network use with real-time adaptive control. Its self-
calibration system minimises manual intervention, which can reduce your traffic
management operational costs. SCATS requires no ongoing traffic surveys and
site visits to update traffic plans.
Proven performance
SCATS has proven itself in cities and towns across the globe, providing real and measurable
reductions in road travel times and delays under various road network, traffic and driving
conditions. Read more about Proven performance
.
A global traffic solution
SCATS has been in use for over 40 years and is sold in 27 countries around the world.

13. Highly configurable
SCATS features a wide range of configuration parameters. It is an 'Engineers toolbox' with
the power to allow engineers to reconfigure the system to meet changing traffic needs.
Flexible integration
SCATS is designed to be modular and can be integrated with a wide variety of Intelligent
Transport Systems (ITS).
Ongoing software improvements
We're regularly improving our software to meet the needs of our customers and the demands
of increasing traffic, and the evolution of traffic systems.

14. Owned, developed and used by the New South Wales Government, Australia
When you choose SCATS you are choosing a system that is 100% owned, developed and
used by the NSW Government of Australia for over 40 years.

15.  SCOOT
Whatis SCOOT?
SCOOT is the world's leading adaptive traffic control system.
It coordinates the operation of all the traffic signals in an area to give good progression to
vehicles through the network.
Whilst coordinating all the signals, it responds intelligently and continuously as traffic flow
changes and fluctuates throughout the day. It removes the dependence of less sophisticated
systems on signal plans, which have to be expensively updated
WHYYOUNEEDSCOOT?
Traffic congestion is an ever increasing problem in towns and cities around the world and
local government authorities must continually work to maximize the efficiency of their
highway networks whilst minimizing any disruptions caused by incidents and events.

16. Modern traffic signal control provides an important tool in the traffic manager's toolbox for
managing the highway network and SCOOT is the world leading adaptive signal control
system that responds automatically to fluctuations in traffic flow through the use of vehicle
detectors. Many benefits are obtained from the installation of an effective Urban Traffic
Control system utilizing SCOOT, both reducing congestion and maximizing efficiency
which in turn is beneficial to the local environment and economy.
 World leading adaptive control system
 Customized congestion management
 Reductions in delay of over 20%
 Maximize network efficiency
 Flexible communications architecture
 Public transport priority
 Traffic management
 Incident detection
 Vehicle emissions estimation
 Comprehensive traffic information
HowSCOOTworks ?
Information on the physical layout of the road network and how the traffic signals control the
individual traffic streams are stored in the SCOOT database.
Any adaptive traffic control system relies upon good detection of the current conditions in
real-time to allow a quick and effective response to any changes in the current traffic
situation.
SCOOT detects vehicles at the start of each approach to every controlled intersection. It
models the progression of the traffic from the detector through the stopline, taking due
account of the state of the signals and any consequent queues.
The information from the model is used to optimise the signals to minimise the network
delay.

17. The Kernel software at the heart of a SCOOT system is standard to all installations. The
additional software (the "knitting" or UTC software) which links the SCOOT Kernel to on-
street equipment and which provides the user interface is specific to the supplier.
The operation of the SCOOT model is summarized in the diagram above. SCOOT obtains
information on traffic flows from detectors. As an adaptive system, SCOOT depends on
good traffic data so that it can respond to changes in flow. Detectors are normally required on
every link. Their location is important and they are usually positioned at the upstream end of
the approach link. Inductive loops are normally used, but other methods are also available.
When vehicles pass the detector, SCOOT receives the information and converts the data into
its internal units and uses them to construct "Cyclic flow profiles" for each link. The sample
profile shown in the diagram is color coded green and red according to the state of the traffic
signals when the vehicles will arrive at the stop line at normal cruise speed. Vehicles are
modeled down the link at cruise speed and join the back of the queue (if present). During the
green, vehicles discharge from the stop line at the validated saturation flow rate.

18. The data from the model is then used by SCOOT in three optimizers which are continuously
adapting three key traffic control parameters - the amount of green for each approach (Split),
the time between adjacent signals (Offset) and the time allowed for all approaches to a
signalled intersection (Cycle time). These three optimizers are used to continuously adapt
these parameters for all intersections in the SCOOT controlled area, minimizing wasted
green time at intersections and reducing stops and delays by synchronizing adjacent sets of
signals. This means that signal timings evolve as the traffic situation changes without any of
the harmful disruption caused by changing fixed time plans on more traditional urban traffic
control systems.
TrafficManagement
Throughout its life SCOOT has been enhanced, particularly to offer an ever wider range of
traffic management tools. The traffic manager has many tools available within SCOOT to
manage traffic and meet local policy objectives such as: favoring particular routes or
movements, minimizing network delay, delaying rat runs and gating traffic in certain areas of
the city. Because of its efficient control and modeling of current conditions, SCOOT has
much more scope to manage traffic than less efficient systems. For instance, buses can be
given extra priority without unacceptable disruption to other traffic.
SCOOT detectors are positioned where they will detect queues that are in danger of blocking
upstream junctions and causing congestion to spread through the network. Within SCOOT,
the traffic manager is able to prioritise where such problems should be minimised and
SCOOT then automatically adjusts timings to manage the congestion.
Where local action is insufficient, the engineer can specify holding areas where queues
should be relocated to in critical conditions, gating traffic entering the urban area to ensure
efficient operation of critical, bottleneck links. SCOOT will continuously monitor the

19. sensitive area and smoothly impose restraint to hold traffic in the specified areas when
necessary.
SCOOT naturally reduces vehicle emissions by reducing delays and congestion within the
network. In addition it can be set to adjust the optimisation of the signal timings to minimise
emissions and also provide estimations of harmful emissions within the controlled area.

20. WHERESCOOTCANBEUSED?
SCOOT was originally designed to control dense urban networks, such as large towns and
cities. It is also successful in small networks, especially for areas where traffic patterns are
unpredictable. With over 200 systems worldwide SCOOT is working effectively in a wide
range of conditions in places as diverse as big congested cities: Beijing, Bangkok and
London, to small towns or networks such as: Heathrow airport and systems localized round
individual junctions of the M25.
When junctions are some distance apart (more than about 1km) isolated junction control
using a system such as MOVA may be more appropriate. Other site-specific factors may
influence the decision on method of control.
Many cities have well defined main radial routes with many signalized junctions and few, if
any, traffic signals between the outer areas of the radials. SCOOT has been successfully used
in such cities. The areas of Birmingham and Leicester used in the emissions trials are
examples of radials controlled by SCOOT.

21. WhatSystembasics?
SCOOT depends on good traffic data for successful operation and the detectors are an
essential part of the system. Inductive loops are most common, though other types of detector
can be used. For best results, detectors are required on each link. Installing inductive loops,
and maintaining them subsequently, is a significant element in the cost of SCOOT, although
less than would be required if all the junctions were operated by isolated VA. Overhead
detectors have been used successfully in some situations.
A SCOOT network is divided into "regions", each containing a number of "nodes" (signalled
junctions and pedestrian crossings) that all run at the same cycle time to allow co-ordination.
Nodes may be "double cycled" (i.e. operate at half of the regional cycle time) at pedestrian
crossings or undersaturated junctions. Region boundaries are located across links where co-
ordination is least critical, e.g. long links. Data on the regions, nodes, stages, links and
detectors will need to be stored in the SCOOT database.
When all the equipment has been installed and the network data input into the database, the
system will need to be validated. Validation of SCOOT is the process of calibrating the
SCOOT traffic model so that it reflects as accurately as possible the actual events on the
street network. This is critical, to ensure effective performance of the system. Those parts of
the system that have been validated can be operated under SCOOT control whilst further
nodes are being validated. Once the system has been validated, the traffic management
parameters can be set to manage traffic in line with the authority's strategy.
Highway authorities wishing to install a SCOOT system or to upgrade an existing one may
wish to go straight to one or both of the two traffic system companies licensed to supply
SCOOT. However, prospective users with limited experience of UTC systems may find it
useful to seek advice from a consultant with experience in the field.

22. An example of a results obtained from applying SCOOT system Beijing :
SCOOT version 2.3 was installed in Beijing with the capability of controlling cycle
traffic as well as motor vehicle. Previously Beijing's urban traffic control was
uncoordinated. A survey was carried out by the Beijing Research Institute of Traffic
Engineering (BRITE) to assess the benefits of this SCOOT system. The results were as
follows:
Time of day % Reduction using SCOOT (average on all routes)
Journey time Delay (stopped time) Stops
07:00 - 08:00 (bicycle peak) 7 41 26
08:00 - 09:00 (vehicle peak) 16 32 33
12:30 - 13:30 (off peak) 4 15 14
17:00 - 18:00 (bicycle/vehicle peak) 2 19 29

23.  ITACA
What is The ITACA system ?
žThe Spanish fully adaptive system ITACA is very much a SCOOT look alike system
which was developed by Sianco Traffico with the assistance of an ex Plessey engineer.
ITACA has many of the characteristics of SCOOT but has been developed as one
might expect in a slightly different manner. Validation is referred to as calibration,
STOC values reflect discharge values, vehicles left at the end of green, max queue,
journey time and a percentage weighting until correlation exercise reflecting the
number of vehicles left at the end of green between street and the model output is
achieved.
žThe placement of inductive loops or video detectors in ITACA follows the same
general rules as SCOOT i.e. typically 110 meters from the stop line and at the mouth
of the junction for the identification of turning vehicles. Link diagrams and Sub Areas
and Regions are also defined.
ITACA applications

24.  RONDO
ž
ž
ž
žRONDO, that is ROlling-horizoN based Dynamic Optimization of signal control, is a
newly developed real-time traffic adaptive signal control system that aims to reduce
the response delay against the sudden changes of traffic flow. RONDO project started
in 1998. Since then we have added continuous enhancements to RONDO. Now,
RONDO is challenging the new problems, which are to promote traffic safety and to
protect the environments with keeping traffic efficiency. In this paper, we introduce
the latest additional functions to solve these problems. And we have a plan to install
the pilot system at the beginning of 2001. To prepare that, we have conducted two
traffic field surveys. We will also introduce the simulation experiment results using the
real field data.
žRONDO also has the other function, which is called “the dilemma zone actuated
control”. It detects the presence and the speed of the vehicle in the dilemma zone,
where vehicles cannot stop at the stop-line with safety deceleration and cannot go
through the intersection before the signal turns red. Then green signal is lengthened or
shortened according to the information.

25. Further Enhancements
ž
žFig.1 shows the image of RONDO cycle length movements, when restriction is given.
The second is to use both RONDO and right-turn actuated control. It is so difficult to
predict the right-turn timings of vehicles in advance correctly that RONDO cannot
always control right-turn vehicles well. Therefore, RONDO entrusts right-turn
vehicles handling to right-turn actuated control that lengthens and shortens right arrow
phases according to the detection of the vehicles presence in right-exclusive lane.
Fig.1: Image of RONDO Cycle Length Movements

26.  UTOPIA
TRAFFIC SIGNAL CONTROL SYSTEM – UTOPIA
GENERAL FEATURES
UTOPIA (Urban Traffic OPtimisation by Integrated Automation) is an adaptive traffic signal
control system which determines and actuates optimum management strategies for the
regulation of urban traffic. The system is able to operate on highly complex networks and
determine control strategies taking into account priorities assigned to public transport and
private traffic through the evaluation of historical data, real time traffic measurements and
predicted events. Its modular structure and the completeness of the system means that it is
simple to implement and ensures the possibility of later expansion. The aim of the system is
to improve traffic conditions over the whole urban area by minimizing trip times for private
traffic while giving priority to public transport vehicles. In creating a more fluid circulation
of vehicles, it leads to energy savings, a reduction of emissions and increase in safety. For a
transport authority responsible for traffic control and supervision, UTOPIA provides the
possibility of monitoring in real time the state of traffic across the whole road network and
identifying any interruptions in the flow. The system makes available various types of
statistics on mobility and traffic flows. It also provides timely information on any
malfunctioning of the signalling system, making it possible to intervene rapidly for
maintenance operations.
UTOPIA is able to interface with other systems, supplying detailed data on traffic conditions
(e.g. traveller information via Internet, Televideo, RDS/TMC, DAB) and permitting
management of priority requests (e.g. SAE-AVM systems). UTOPIA has a two-level
distributed architecture. The upper level consists of a central subsystem responsible for
medium and long term forecasting and control over the whole area concerned. At this level,
the traffic light reference plans and also the criteria needed for the adaptive co-ordination are
calculated dynamically. In addition, a continuous diagnostic activity is carried out for the
whole network. The lower level consists of a network of Multifunctional Units with the
function of Local Controllers (SPOT). These are interconnected, and each is responsible for
the management of one intersection. The Local Controllers determine in real time the
sequence and optimum length of traffic light phases, using the co-ordination criteria
established by the upper level, traffic measurements detected locally and information
received from the Controllers of adjacent intersections. Each SPOT carries out a permanent
diagnostic activity in relation to the system components, the peripherals and traffic sensors,
and communicates the situation to the upper level.
The main components of the system are: the Central Traffic Control System; Local
Controllers based on the multifunctional units (MFO) incorporating SPOT software; the
Communications Network, made up of connections between the multifunctional units and the
connections between the Central Control System and certain multifunctional units.
The System possesses the ability to:

27. ž What is the benefits of UTOPIA ?
ž identify and recognize "on line" the variations in traffic conditions;
ž give sufficient independence to each individual intersection to allow it to modify the
traffic light control strategy in relation to traffic conditions, and to co-ordinate with
adjacent intersections in function of the traffic dynamics;
ž provide the individual intersection with the capacity to exchange information required
for the calculation of co-ordinated and consistent variations in the plan;
ž ensure efficient self-diagnosis through centralized monitoring of the state of the
network;
ž continue to function even in the case of breakdown of a fundamental system
component;
ž ensure a high degree of modularity and immediate expansion to adjacent intersections;
ž considerable advantages in relation to the maintenance of the system through rapid
diagnostics and the ease of intervention to modify any signal plan setting.

28. THANK YOU