The New Generation

SCATS 6
Functional Description
 Contents

An Introduction Scats 6 1
What is SCATS? 1
Improvements of the New Generation SCATS 1
A SCATS System to Suit Your Needs 1
Capacity to Suit Different Size Traffic Networks 2
The Principal Signal Timing Parameters 3
Strategic and Tactical Control 3
Subsystems 3
Degree of Saturation 3
Phase Sequencing 4
Cycle Length is Used to Maintain an Ideal Degree of Saturation 4
Phase Split Adjustment 4
Offsets 4
Available Operating Modes 5
Masterlink 5
Flexilink 5
Isolated 5
Hurry Call 5
Police Off 6
Police Red 6
Police Manual 6
Maintenance Mode 6
Flashing Yellow 6
Control 7
Operator Control 7
Variation by Timetable and Special Routines 7
Fallback Operation 8
Default Fallback 8
Coordination Maintained During Fallback 8
Computer System Requirements 9
Distributed, Hierarchical System 9
Regional Computers 9
Central Management Computer 9
Monitoring and Control Facilities 10
User Interfaces 10
Graphics 12
Time / Distance Diagram 16
Route Pre-emption 16
On-Line Control 17
Alarm Conditions 17
Detection 18
Stop Line Detection 18
Strategic Detectors 18
Tactical Detectors 18
Detector Requirements 18
Communications 19
Software 20
Scats Core Software 20

The New Generation SCATS 6 i

 Optional Scats Software 20
Scats Value Added Software 22
Other PC Based SCATS Software 22
Contacts 24
Roads and Traffic Authority of NSW for Australia, New Zealand and Singapore 24
RTA Authorised SCATS Distributors Worldwide except Australia, New Zealand and Singapore
24

The New Generation SCATS 6 ii

An Introduction Scats 6
What is SCATS?
SCATS 6 is an area traffic management system consisting of hardware, software, and a unique
control philosophy that operates in real-time, adjusting signal timings in response to variations in
traffic demand and system capacity as they occur. Rather than changing individual intersections in
isolation, SCATS manages groups of intersections that are called subsystems, the basic unit of the
system. Each subsystem will consist of between one and ten sets of signals, and contain just one
critical intersection.
SCATS 6 adapts and coordinates the signals within each subsystem, and is able to coordinate a
subsystem with adjacent subsystems. This coordination aims to divide the traffic on major roads
into platoons (groups of vehicles), and to allow just enough time for each platoon of vehicles to
enjoy a smooth journey while allowing the needed green time for competing flows. This maximises
the network capacity for the benefit of all.
Improvements of the New Generation SCATS
The SCATS 6 development team has always applied the latest improvements in technology for the
benefit of SCATS users over the world. We now proudly introduce SCATS 6, which provides far
more flexibilityfor the decision maker, the Traffic Engineer, and the accountant!
This new generation features:
The use of a PC platform;
an increased number of intersections that can be connected to a PC;
improved data collection resources, reporting facilities, and even better management and
monitoring methods.
A SCATS System to Suit Your Needs
SCATS 6 can be supplied and configured with a pricing to suit the needs and budget of any user.
Full Real Time Traffic Adaptive. The latest version of the intelligent system that responds to
changes in conditions as they occur.
Fixed Time Plans.
Dial In Dial Out. This format offers unique remote access to sites in outlying cities that need to be
monitored on a daily basis, reducing the need for constant visits to check operation.
In this document, the emphasis is on SCATS 6 in its most functional role, that of a real-time
responsive, adaptive traffic management system. Contact the RTA authorised distributors, listed at
the end of this document for full details of the other two formats the improved fixed time plan
and the Dial In Dial Out system or for more details about adaptive control.

An Introduction Scats 6 1
Adaptive SCATS Superior to Fixed Time Systems
Many traffic control systems manage the signals on a fixed-time basis, where a series of signal
timing plans are scheduled by day of week and time of day. The time relationship between signals is
pre-calculated; based on previously surveyed traffic conditions. Such fixed-time systems cannot be
expected to cope with traffic conditions that differ from those prevailing when the intersection was
surveyed.
Furthermore, as traffic patterns change with the passage of time, fixed time plans become outdated.
This requires the area to be resurveyed, and new signal timing plans calculated every few years.
Experience has shown this procedure to be expensive, and to require resources which are not always
readily available. As a result, the development of new plans is either deferred beyond the useful life
of the old plans, or improvised changes are made to the plans and timetables; either case results in
sub-optimum performance.
The problems of most fixed-time systems make it clear that a more responsive approach to
changing traffic conditions is needed. One cost-effective answer is the SCATS 6 Fixed Time Plan
system. This is a great improvement on other fixed time systems because it has the benefit of
improved decision making capabilities built-in.
The full answer, of course, is the Adaptive SCATS 6. Unlike most fixed-time or semi-responsive
systems, it requires no costly pre-calculation of signal timing plans. Additionally, SCATS is self
calibrating, automatically adjusting to changing traffic patterns over time. The SCATS 6 controllers
and traffic control computer analyse real-time traffic data from vehicle detectors, and produce
signal timings which are suitable for the traffic conditions as they really are. It offers a variable
sequence of signal phases, and the option to omit phases or movements from the sequence on a
cycle-by-cycle basis when there is no demand.
The implementation of a fully responsive system does not, however, mean that the careful design of
each intersection can be avoided. The present state of technology only allows for the real-time
variation of signal timings at intersections which have known or anticipated traffic requirements.
Capacity to Suit Different Size Traffic Networks
The SCATS regional traffic control software has a maximum capacity of 250
intersections per region. With a maximum of 64 regions, the total capacity is 16,000
intersections. All SCATS software comes with the Central Management Computer
(CMS) software that allows a number of other software packages that are part of the
SCATS family to be used as part of the traffic management package.

An Introduction Scats 6 2
Operation of Scats 6
In this section various aspects of the operation of SCATS 6 will be described. It is not
comprehensive, but if further details are required you can contact one of the RTA authorised
distributors listed at the end of this document.
The Principal Signal Timing Parameters
SCATS manages three main parameters to achieve traffic signal coordination:
Cycle time: The total time of all signal sequences in a cycle
Phase split: The proportion of the cycle time allocated to each phase
Offset: The time relationship between the starting or finishing of the green phases of successive sets
of signals within a coordinated system.
Strategic and Tactical Control
Traffic control is affected at two levels, strategic and tactical.
Strategic control is managed by the regional computers. Using flow and occupancy data collected
from loop detectors in the road by the local controllers, the computers determine, on an area basis,
the optimum cycle length, phase splits, and offsets to suit the prevailing traffic conditions.
Tactical control is undertaken by the local controllers, and meets the cyclic variation in demand at
each intersection. Tactical control primarily allows for green phases to be terminated early when the
demand is low, and for phases to be omitted entirely from the sequence if there is no demand. The
local controller bases its tactical decisions on information from vehicle detector loops at the
intersection, some of which may also be strategic detectors.
It should be emphasised, however, that the degree to which tactical control is able to modify the
signal operation always remains entirely under the control of the regional computer.
The tactical level of control operates in a similar way to Isolated operation (described further on in
this document). A basic difference from Isolated operation is that one phase, usually the main road
phase, cannot skip nor terminate early as a result of lack of demand. This is because all controllers
in a linked group must share a common cycle time to achieve coordination. Any time saved during
the cycle as a result of other phases terminating early or being skipped may be used by subsequent
phases, or is added on to the main phase to maintain each local controller at the system cycle length.
Subsystems
The subsystem is the basic unit of the SCATS 6 system. Each contains a single critical intersection,
one which demands accurate and variable phase splits. The intersections in a subsystem form a
discrete group which are always coordinated together, and they share a common cycle length, with
an inter-related phase split and offset. Phase splits for all the other intersections in the subsystem are
non-critical, and are therefore either non-variable, or are allocated phase splits which are compatible
with the splits in operation at the critical intersection. To give coordination over larger groups of
signals, subsystems can link with other subsystems to form larger systems, all operating on a
common cycle length. These links may be permanent, or may link and unlink adaptively to suit the
prevailing traffic patterns. A SCATS 6 region has 250 subsystems.
Degree of Saturation
Adaptive SCATS 6 bases its adjustments on a traffic demand measurement known as Degree of
Saturation (DS). However, in this context, DS represents how effectively the road is being used.

An Introduction Scats 6 3
Using the in-ground loop detectors at the critical intersections, the local controller collects flow and
occupancy data during the green phase. The data is sent to the regional computer which calculates
the degree of saturation. Values of DS greater than unity (insufficient green time to satisfy demand)
will occur in congested conditions, and SCATS will quickly respond to such an over-saturated
situation.
Phase Sequencing
The signal cycle is divided into phases. These phases are labelled A, B, C, etc, and they can be
introduced in any defined sequence. Any phase, except for that on the most important road, can be
skipped if no vehicle is waiting for a green on that phase (e.g. if no vehicle is waiting for B phase
the sequence would be ACA). In Isolated and Flexilink modes, the sequence is as defined in the
local controller settings. In Masterlink mode, the regional computer determines the sequence.
Cycle Length is Used to Maintain an Ideal Degree of Saturation
Cycle length is increased or decreased to maintain the DS at around 0.9 on the lane with the greatest
saturation. Cycle time can range between 20 seconds and 240 seconds, but a lower limit for cycle
time (usually 30 to 40 seconds), and an upper limit (usually 100 to 150 seconds), are specified by
the user. Cycle time can vary by up to 21 seconds, but this upper limit is resisted unless a strong
trend is recognised.
Phase Split Adjustment
Phase splits are specified as a percentage of the cycle time and are varied by a small amount each
cycle in such a way as to maintain equal degrees of saturation on competing approaches. The
minimum split which can be allocated to a phase is either a user definable minimum or, more
usually, a value determined from the local controller's minimum phase length. The current cycle
length and the minimum requirements of the other phases limit the maximum split that can be
allocated to a particular phase. Fixed time phases can have their phase time specified in seconds.
Offsets
Offsets are selected for the signals within each subsystem, and also between the subsystems which
can link. Subsystems carrying lower flows may not receive good coordination if the cycle time is
inappropriate. However, when traffic conditions permit the use of a cycle time that can provide
good offsets over a number of subsystems, the system tends to maintain this cycle time even though
a smaller cycle time would provide sufficient capacity. SCATS does this because optimal offsets on
the heavy flow links minimise the total number of stops in the system, reducing fuel consumption
and increasing the capacity of the network.

An Introduction Scats 6 4
Available Operating Modes
SCATS local controllers can operate in any of several modes. These modes can be invoked
manually or automatically by the regional computer or at the local controller:
Masterlink
This is the real-time adaptive mode. In Masterlink mode the regional computer determines the
phase sequence, the maximum phase duration, and the duration of the walk displays. The local
controller may terminate any phase under the control of the local vehicle actuation timers or skip an
undemanded phase, unless prohibited by instructions from the regional computer.
The regional computer controls the phase transition points in the local controller, but subject to the
local controller safety interval times being satisfied (e.g. minimum green, pedestrian clearance). On
completion of the transition to a new phase, the local controller times the minimum green and
minimum walk intervals, and then waits for a phase termination command from the regional
computer. On receipt of the command to move to the next phase, the local controller then
independently times the necessary clearance intervals (e.g. yellow, all red) for the phase
termination.
These safety settings prevent communications errors or regional computer faults from causing the
local controller to produce dangerous signal displays, such as short greens or all-red periods.
The termination of pedestrian walk signals is also under the control of the regional computer so as
to allow the walk timing to be varied to match prevailing traffic conditions. As for the other
settings, however, the duration of the walk signal cannot be less than the minimum time
programmed into the local controller.
Flexilink
In the event of failure of a regional computer or loss of communications, the local controllers can
revert to a form of time-based coordination known as Flexilink. In this mode, adjacent signals are
synchronised by the power mains frequency or an accurate crystal controlled clock. The phase
sequence and duration of each, and the duration of walk displays are determined by the current plan
according to the time of day. Local vehicle actuation facilities are still operational in this mode.
The local controller may terminate any phase under the control of the local vehicle actuation timers
or skip an undemanded phase, unless prohibited by instruction within the plan. Flexilink is the usual
fallback mode of operation.
Isolated
Signals may also operate in Isolated mode, with local vehicle actuation (by detector loops) being the
sole operating strategy. In Isolated mode the sequence and the maximum duration of each phase is
as specified in the local controller time settings. The local controller may terminate any phase under
the control of the local vehicle actuation timers or skip an undemanded phase, unless prohibited by
the local controller settings. Isolated mode may be specified as the fallback mode of operation.
Hurry Call
The local controller invokes a pre-programmed mode usually associated with an emergency phase
or local pre-emption such as a train or tram phase.

Available Operating Modes 5

Police Off
The lamp state at the local controller has been turned off using a facility key to actuate a special
switch provided on the controller housing.
Police Red
All lamps at the intersection have been turned to red using a facility key to actuate a special switch
provided on the controller housing.
Police Manual
The phases at the local controller are being manually introduced using a facility key to actuate a
special switch provided on the controller housing.
Maintenance Mode
A technician is on-site service the controller.
Flashing Yellow
The normal signal display is replaced by flashing yellow displays on all approaches, or flashing
yellow and flashing red to competing approaches. Provided communications are functional, signal
operation can still be centrally monitored in Flexilink, Isolated and Flashing modes. Any of the
Masterlink, Flexilink, Isolated and Flashing Yellow modes may be applied by an operator using a
SCATS workstation, or be programmed by time of day. Flashing Yellow is also the fall back mode
if the controller has a fault.

Available Operating Modes 6

Control
Operator Control
SCATS provides the operator with a range of manual functions to override the normal automatic
operation. These functions allow manual control of:
Signal lamps to on, flash, or off;
selection between Masterlink, Flexilink or Isolated mode;
alteration of phase split, cycle time or offset, either at an individual intersection or for a
whole subsystem;
a dwell facility which allows any signal to be held on a nominated green phase for as
long as required.
Variation by Timetable and Special Routines
SCATS also allows for system operation to be scheduled. Almost any function which can be
executed manually can also be set up to occur at specified times on specified days. For example, in
a central business district, pedestrian walks may be automatically introduced on business days, late
shopping nights and other periods of high pedestrian activity.
A range of special routines is also available in SCATS which allows the user to vary operations to
suit special conditions. These routines can be used to detect events and address requirements not
covered by the general operation of SCATS. It is features of this type that enable every detail of
signal operation to be tailored to meet the operational needs of each individual intersection. SCATS
is the only system to offer such a feature.

Control 7
Fallback Operation
Default Fallback
In the event of regional computer failure, loss of communications between the computer and any
local controller, failure of all strategic detectors, or certain other local malfunctions, the affected
intersection(s) will revert to a user-specified mode of operation. This may be either Flexilink
(coordinated) or Isolated (uncoordinated) operation.
Coordination Maintained During Fallback
If specified by the user, fallback at one intersection will also cause other intersections in the
subsystem to fall back and, optionally, intersections in adjacent linked subsystems. In this way, if
Flexilink is specified as the fallback mode, a degree of coordination can be maintained between
intersections affected by the failure.
Alternate local signal timings, as well as plans and schedules for Flexilink operation are stored in
RAM at the local controller. The master copy of this data is held in the regional computer, so that it
may be downloaded from the regional computer to the local controller in the event of it being lost.
The clocks in the local controllers are regularly checked by the regional computer and adjusted as
necessary.

Fallback Operation 8
Computer System Requirements
Distributed, Hierarchical System
SCATS has been designed in a modular configuration to suit the varying needs of small, medium,
and large cities. In its simplest form, a single regional computer can control signals at up to 250
intersections. Expansion of the system is achieved by installing additional regional computers. All
systems have a Central Management Computer to manage global data, access control, graphics data
as well as data backup. A typical SCATS system is shown in the Figure 1 below.

Workstations Central
Management
Computer

Regional
Computers

Up to 250 Up to 250 Up to 250

Intersection Intersection Intersection
Figure 1: Typical SCATS system

Regional Computers
The regional traffic control function utilises standard personal computers operating under the
Windows operating system. A range of intersection communication methods are provided and
include network (TCP/IP), serial, dial-out and dial-in.
Central Management Computer
The Central Management computer is also a personal computer operating under the Windows
operating system. Communications with regional computers and workstations is via TCP/IP.

Computer System Requirements 9

Monitoring and Control Facilities
User Interfaces
A graphical user interface provides the full range of operator commands and monitoring functions.
Up to 200 users are catered for with full access control. The data displayed includes:

For Intersections For Subsystems

Lamps ON/OFF/Flashing Current splits
Current phase demands Current offset plan
Detectors occupied System cycle length
Cycle length System detector data
Operational mode
Alarms
Phase running
Time in phase

The intersection-monitoring window with its intersection graphic display is illustrated in Figure 2.
Data entry is by forms, an example of which is shown in Figure 3. All alarms are logged, and can be
viewed with the alarm management window as seen in Figure 4.

Monitoring and Control Facilities 10

 Figure 2: Monitoring window

Figure 3: Data entry form

Monitoring and Control Facilities 11

 Figure 4: Alarm Manager

Graphics
The workstations support full colour graphics. The user may choose to view the system as a whole,
a region, a subsystem or just a single intersection. These four levels of display are described and
illustrated below:
The server window: Figure 5 shows a map of the whole system, showing by colour the boundaries
of each region and, with the coloured bar graphs on the left side.

Figure 5: Server Window

Monitoring and Control Facilities 12

The graphics window regional display: Figure 6 shows a map of the selected regional area. There is
an on-line representation of traffic flow conditions using five different colours. These represent
traffic conditions from very light traffic to heavily congested. The colour legend is on the left.

Figure 6: Region Display

Monitoring and Control Facilities 13

The graphics windows subsystem display: Figure 7 shows the selected subsystem layout together
with an on-line graphical bar chart representation of traffic flow and density, as measured by the
strategic detectors in the subsystem. The subsystem number is displayed below the region name.

Figure 7: Subsystem display

Monitoring and Control Facilities 14

The graphics window intersection display: Figure 8 shows the selected intersection layout and
phasing design, with real time display of detector operation and phase greens.

Figure 8: Intersection display

Monitoring and Control Facilities 15

Time / Distance Diagram
The time distance diagram shows the relationship of the phase splits and the offsets in real time.

Figure 9: Time / Distance Diagram

Route Pre-emption
Route pre-emption allows a user to manage the sequential introduction of a green window through a
set of intersections and is typically used for emergency vehicles.

Figure 10: Route Pre-emption Control

Monitoring and Control Facilities 16

On-Line Control
It is possible to display and/or change all adaptive control parameters from any workstation while
the regional computer is on-line. This can be achieved either by operator command or automatically
by time of day. There is no need to take the regional computer off-line when altering data. Manual
control of any intersection is also possible from any workstation.
Alarm Conditions
The system provides a comprehensive set of alarm conditions to warn the operator of all unusual or
fault conditions. These alarms are logged automatically on occurrence and clearance, and can be
queried at any time. Alarms are also provided for congested traffic conditions in each subsystem.

Monitoring and Control Facilities 17

Detection
Stop Line Detection
There are loop detectors for both strategic and tactical level control. All detectors (both strategic
and tactical) are normally located at or near the stop line (one in each lane). The detector length is
crucial for accurate calculation of DS. If they are too short they may register large values of space
under conditions of slow moving, closely spaced traffic (which would appear to a detector to be the
same as light traffic widely spaced). On the other hand, if they were too long they would not
measure any spaces when traffic moves freely. Research has shown the optimum length of the
detection zone to be 4.5 metres.
Strategic Detectors
Strategic detectors are located at the stop line in order to measure how effectively the green time is
used by signal-controlled traffic. If the strategic detectors were placed remotely from the stop line,
assumptions would have to be made about the flow rate actually achieved during the green period.
Tactical Detectors
Tactical detectors located at the stop line enable differentiation between the left turn, straight ahead
and right turn movements at the intersection, both by knowledge of the lane usage in lanes of
exclusive use, and by speed differential in a lane shared by two or more movements. If the detectors
were remote from the stop line, it would not be possible to identify the intended movement
(direction) of detected vehicles due to subsequent lane changing. Additional detectors may be
installed in advance of the stop line but this has been found unnecessary.
Detector Requirements
Tactical detectors should be provided on all lanes of an approach (or movement) that would benefit
from tactical control, the minor movements being the most suitable.
It can be seen that approaches most requiring strategic detection are those least requiring tactical
detection, and vice-versa. There will therefore be a need for detection of one kind or the other on
most approaches. In general, the approach lanes which can be left undetected are lightly used kerb
lanes on approaches which otherwise require strategic detection, and at minor intersections on the
main road approaches which are not immediately upstream of a major intersection.

Detection 18
Communications
SCATS 6 supports the following communication methods between a region and an intersection:
Serial e.g. leased line
Network e.g. dial IP or ADSL using TCP/IP
Dial out
Dial in using the dedicated DIDO unit

Figure 11: Communication options

There are messages to and from each intersection controller every second. The minimum
requirement is 300 bits per second. The low speed rate required for SCATS communications allows
for a high degree of tolerance in the reliability of the communications network.

Communications 19
Software

Scats Core Software

SCATS core client software includes the following:

SCATS Access, incl. Graphics

Picture
SCATS Log

SCATS core server software includes the following:

Central Manager, incl. Configuration

Region, incl. Configuration

SCATS is an area wide traffic management system that operates under the Windows
environment. It controls the cycle time, green splits and offsets for traffic control
intersections and mid-block pedestrian crossings. With the inclusion of vehicle
detectors, it can adaptively modify these values to optimise the operation to suit the
prevailing traffic. Alternatively, it can manage intersections in fixed-time mode
where it can change plans by time of day, day of week. It is designed to coordinate
traffic signals for networks or for arterial roads.

Intersection connections to a regional traffic control computer can be permanent or

may be on-demand using dial-in or dial-out facilities. Each regional computer can
manage up to 250 intersections. A SCATS system can have up to 64 regional
computers.

Monitoring is provided by a graphical user interface. Up to 100 users can connect to

a SCATS system at the same time. Up to 30 users can connect to a single regional
computer simultaneously. Performance monitoring, alarm condition notification and
data configuration facilities are included. SCATS automatically collects alarm and
event information, operational and performance data and historical data. SCATS
operates automatically but operation intervention is provided for use in emergencies.

The software includes utilities supporting configuration of SCATS computers,

creation of SCATS graphics, production of traffic performance reports and
alarm/event/incident reports.

Optional Scats Software

SCATS client software option suite

Software 20
 Traffic Reporter
This utility provides reports for detector volumes and traffic performance in
graphical or tabular form.

SCATS Alert
This program allows a user to be alerted when a nominated event is detected for a
user definable period.

SCATS Alarm Analyser

Alarm analyser can report on a specific fault over an extended period. It produces a
detailed tabulated summary that includes alarms by duration, occurrences per site
and occurrences by generation time.

SCATS Communication monitor

Communications monitor is used to evaluate the communications between
intersections and their SCATS regions with particular emphasis on loss of
communications and loss of adaptive control due to fallback. Similar to Alarm
Analyser, a detailed summary is produced that includes communications uptime and
adaptive uptime.

SCATS History reader

History reader allows a user to view the phase sequence and phase time at any
intersection after the event.

SCATS Server Software option suite

Event Generator
Allows alarms to be raised from non-SCATS devices

SMS Server
Component to send SMS alerts

SCATS Congestion Server c/w Unusual Congestion Monitor

Server component to report Unusual Congestion

SCATSMap
A PC Windows based program used to display SCATS data in control rooms

ITS port activation

SCATS has an ITS port that allows operational data to be exchanged with other
Intelligent Transport Systems. Enabling of the port to third party applications is
subject to an additional licence fee.

Software 21
Scats Value Added Software

WinTRAFF software suite:

WinTRAFFsingle
WinTraff Single is a Windows application that allows the simulation of a single
RTA standard controller. An RTA standard controller is one that operates using the
RTA traffic software (TRAFF) and standard configuration data.
WinTraff can operate in isolation or communicate with a SCATS region

WinTRAFFsimulation
WinTraffSimulation is a Windows application that allows the simulation of multiple
RTA standard controllers. An RTA standard controller is one that operates using the
RTA traffic software (TRAFF) and standard configuration data.
The application was developed for the purposes of enabling traffic modelling and the
visualisation of RTA standard controllers operating in a SCATS environment.

WinTRAFFtest
WinTraff Test is a Windows application that allows the simulation of multiple RTA
standard controllers. An RTA standard controller is one that operates using the RTA
traffic software (TRAFF) and standard configuration data.
The application was developed to allow load testing of the SCATS environment.
WinTraff Test establishes socket connections with a SCATS Region and a test
application using TCP/IP. The test application is used to setup/alter the detector
simulation operation in the WinTraff Test controllers.

WinTraff Test can be configured to operate connected to SCATS alone.

SCATSIM

A suite of software that allows SCATS to be linked to a traffic micro simulation.

This provides a faithful simulation of a network of SCATS controlled intersections
or motorways with entry ramps controlled by SCATS Ramp Metering System
(SRMS)

Other PC Based SCATS Software

TMIS
Traffic Management Interface System (TMIS) is a framework that can combine
inputs and control from traffic management systems into a uniform and where
applicable spatially oriented view. Currently TMIS provides access to live SCATS
information only.

Software 22
 The TMIS installation is comprised of an ITS service (TMIS SCATS Service) that
communicates with SCATS. A naming service (TMIS Naming Service) used to
locate TMIS services on a network. A messaging service (TMIS Messaging Service)
used to deliver information between services and clients and a client user interface.
TMIS also provides a separate administration GUI for monitoring of the application.

The TMIS client user interface presents SCATS phase, alarm, dwell, lamp,
congestion and subsystem information. The information is displayed in a range of
formats including spatially via a map. The TMIS client user interface also provides,
(subject to user access) a number of commonly used SCATS control operations. In
addition to the basic map background the TMIS user interface can be configured to
display 3rd party maps images and data (dependent on availability and format of
content) for enhanced map visualisation and usability.

Software 23
 Contacts
Roads and Traffic Authority of NSW for Australia, New Zealand and
Singapore

Roads and Traffic Authority of NSW Attention: Client Liaison

Traffic Systems Branch, Phone: + 612 8396 1604
Transport Management Centre
25 Garden St Fax: + 612 8396 1600
Eveleigh NSW 1430 RTA Website: www.rta.nsw.gov.au
AUSTRALIA

RTA Authorised SCATS Distributors Worldwide except Australia, New Zealand

and Singapore

Aldridge Traffic Controllers Attention: Sales and Marketing

5 Averill Street Phone: + 61 2 9736 9999
Rhodes NSW 2138
Fax: + 61 2 9736 9990
Australia Website www.aldridgetrafficcontrollers.com.au

Quick Turn Circuits Attention Sales and Marketing

Unit 3, 148 Toongabbie Road Phone + 61 2 9637 0722
Girraween NSW 2145 Fax + 61 2 9682 7698
Australia Website www.qtcts.com.au

TycoTraffic and Transportation Attention Sales and Marketing

137 McCredie Road Phone + 61 2 8718 2000
Guildford NSW 2161 Fax + 61 2 8718 2111
Australia Website www.tyco-its.com

Contacts 24