Computerized traffic control signal systems are used to view and manage current traffic conditions, diagnose signal system problems and implement or modify signal timings remotely.

The City operates three computerized traffic control signal systems.

TransSuite Traffic Control System (TransSuite TCS)

TransSuite TCS is a hybrid traffic control system that relies on second-by-second communication to monitor signal operations, but relies on field equipment to maintain signal coordination (i.e. the field equipment can maintain signal coordination for about 24 hours if there is a loss of communication). TransSuite TCS does not directly control signal movements, but commands each intersection controller (computer) to follow the timing plan that resides within its local database. TransSuite then verifies that the controller adheres to the commanded timing plan. TransSuite TCS can accommodate up to 256 signal timing plans. In practice, we generally implement five plans – morning peak, afternoon peak, midday off peak, night and weekend.

Split Cycle Offset Optimization Technique/Urban Traffic Control (SCOOT/UTC)

SCOOT is an adaptive traffic control system that determines its traffic timing plans based on real-time information received from vehicle detectors located on the approaches to signalized intersections. SCOOT relies on telephone communication to maintain signal coordination. UTC is a traffic control system that operates in tandem with SCOOT; it also relies on telephone communications. UTC provides pre-determined signal timing plans and is used as a stop gap measure if SCOOT is not available. SCOOT signals are sometimes called “smart” signals.

Sydney Coordinated Adaptive Traffic System (SCATS)

SCATS is an adaptive traffic control system that determines its traffic timing plans based on real-time information received from vehicle detectors located on the approaches to signalized intersections. SCATS relies on wireless communication to maintain signal coordination and uses an algorithm to determine and implement the best signal timings in real time. SCATS signals are sometimes referred to as “smart” signals.

Toronto implemented SCATS as a pilot project in 2018 – 2019 at nine signalised intersections on Sheppard Avenue E from Neilson Rd to Meadowvale Rd and at three signalised intersections on Morningside Ave from McLevin Ave/Casebridge Crt to Milner Ave.  Based on the success of this pilot, the City implemented SCATS at 15 signalised intersections on Kington Rd from Bellamy Rd to Lawrence Ave E and at two signalised intersections on Morningside Ave from Kingston Rd to Lawrence Ave E.  See this list below for the current SCATS routes.

Route From To No. of Signals Year
Morningside Ave. Kingston Rd. Lawrence Ave. 2 2021
Kingston Rd. Bellamy Rd. S./Ravine Dr. Beechgrove Dr. 15 2021
Morningside Ave. Casebridge Crt. Milner Ave. 2 2019
Sheppard Ave. E. Neilson Rd. Meadowvale Rd. 10 2019
Total 29

 

By the end of 2022, SCATS will be implemented at an additional 29 signalised intersections – see this list below for the 2022 routes.

Route From To No. of Signals Year
Kingston Rd. Fenwood Hts. Claremore Ave. 11 2022
The Queensway Kipling Ave. Colborne Lodge Dr. 19 2022
Total 30

 

The history of traffic signals and signal systems begins with the busy intersection of Bloor Street and Yonge Street. It was home to Toronto’s first traffic signal in 1925. The following year saw the installation of signals at many more intersections.

The introduction of computers into the realm of traffic control was pioneered in Toronto in 1959. Metro Council has concluded that improvements to traffic signal control were needed to complement the rapid expansion of the arterial road network. Metro Council authorized a small-scale pilot study to examine the practicality of introducing a new traffic signal system which could be centrally controlled through the use of an electronic computer.

At the time, only specialized analog type equipment was available in the industry, and this would result in huge costs to replace signal controller hardware, with limited opportunity to introduce innovative strategies in either the theory or practice of traffic control. A research report suggested that if a general purpose digital computer was operated in real time, it could take in traffic information from a large number of vehicle detectors, select timings and offsets, and optimize these for overall system efficiency. Although this suggestion appeared attractive, some doubts were expressed concerning the ability of a digital computer to perform in the required manner. Therefore, a network of 15 signals was controlled in various ways ranging from pre-timed to fully traffic responsive to test the feasibility. This proved to be so successful that it was decided to proceed with the full scale system.

Metro proceeded with the installation of the world’s first full-scale, real-time, automatic traffic control computer in June 1963. A key to success was that the Metro Roads and Traffic Department had been granted authority over all existing or new signals within the then Metropolitan Toronto. The first phase of the system required the installation of 1,000 vehicle detectors, and the connection of each controller through leased telephone lines to the computer, which was located on the main floor of the Old City Hall. In a comparative sense, it was the second largest on-line control system in the world, exceeded only by the North American Air Defense Command (NORAD) installation.

Initially the system was responsible for 500 signals, but as Metropolitan Toronto grew, so did the number of signalized intersections that were to be controlled. Unfortunately the original traffic computer was capable of controlling only 1,164 intersections, and Toronto soon surpassed that figure as the city experienced rapid growth. In 1978 it was decided that a replacement system was necessary. This new traffic control center was located underground as part of the Sheppard subway station on the Yonge Line. It became operational in the early 1980s.

By the mid-1980s, the capacity of the Gardiner/Lake Shore corridor had reached its limit. A feasibility study confirmed the benefits of installing a corridor traffic management system (CTMS). Construction of the CTMS was approved in 1987 by Metro Council. However, around the same time it was becoming apparent that Toronto could benefit from the development of an Integrated Traffic Control Centre (ITCC) which would combine the operation of the corridor system with the traffic signal control system. The implementation of this ITCC was subsequently approved in 1989.