## International Association of Chiefs of Police

###### Division of State and Provincial Police

Midyear Conference

###### Alexandria, VA

##### March 5, 2001

Dr. Christine Johnson

Director, Joint Program Office

Program Manager Operations

Federal Highway Administration

Good morning and I want to thank your General Chairman James McMahon
Superintendent of the New York State Police for inviting me to
participate in your conference.

I am charged with establishing an important new mission of Operations
within the Federal Highway Administration. And the members of this
organization are key to making that mission a reality. So I welcome this
opportunity to talk about some of the successes we have had, some of the
up coming opportunities you might want to think about participating in
\-- and frankly money.

There isn\'t a day that goes by but what some metropolitan newspaper is
reporting on the anger, frustration, and seeming futility of CONGESTION.
From 1980 to 1998, vehicle travel increased 72 percent while miles of
public roads increased only 1 percent. And this is no longer a
phenomenon of the big city. The largest increase in travel time
penalties between 1982 and 1997 occurred in small urban areas, with 400
percent growth.

And we are all facing the consequences. Road rage. More risky driving.
More traffic violations. And when a crash does happen \-- the
consequences to the system are enormous.

-   As a rule of thumb for every minute it takes to clear a scene, it
    takes 4 minutes to clear the traffic. Thus a 15 minute crash can
    take on the order of an hour to clear.

-   That translates to thousands of people being late, production lines
    delayed because of missed just-in-time deliveries; meetings missed
    and rescheduled, daycare late charges of sometimes several dollars
    per minute per child.

Meanwhile the law enforcement community has to use these same jammed up
roads to respond to life and death situations.

We recently carried out a nationwide survey of drivers concerning their
opinions about various aspects of transportation. The news wasn\'t all
bad, by the way. Their opinions of roads and bridges have significantly
increased. But not surprisingly traffic is a problem. When asked where
they would spend their transportation dollar \-- interestingly enough
the first choice wasn\'t widening roads. They called for us to \"get in,
get out, and stay out of work zones." Third on their list was clearing
out crashes faster.

We believe that by working together, sharing information, sharing
technology, and synchronizing our efforts on a crash scene \-- each of
us can carry out our mission better. Lives can be saved. And the
American public can be better served.

To that end we have launched a Public Safety Initiative within FHWA and
formed a Steering Committee consisting of Mel Carraway, Superintendent
of the Indiana State Police and William Nolan, Chief of the North Little
Rock, AR police department to guide our efforts. This group has outlined
a vision and specific opportunities where either better cooperation,
better information sharing, or better technology would make a difference
in

-   Detecting the incident faster

-   Getting the [right]{.underline} response to the scene faster

-   Managing the scene better

-   Clearing the scene faster

-   Providing better on scene medical care

-   And speeding traffic recovery.

Last November under the direction of this Steering Committee we
sponsored a Public Safety and Transportation Technology Conference --
that drew an incredibly diverse audience from law enforcement, fire and
rescue, emergency medical, traffic management, the traffic media and
others. By all reports it was a resounding success with many saying this
can't be the last time we come together to discuss these issues.

The Conference highlighted the need to demonstrate where better
collaboration and integration of technology would improve our joint
service to the community. It highlighted the need for more information
on federal funding opportunities and culminated in the creation of a
formal Public Safety Advisory Group within ITS America to provide
guidance to our Public Safety program.

So what are we doing about the advice we've been given?

The short answer is -- we are putting money behind trying to get some of
the ideas off the ground and demonstrating that indeed they can make a
difference to the law enforcement community as well as the
transportation management community.

**[Case in point]{.underline}**. New York City. As you know when a crash
occurs on a freeway \-- particularly on interchanges \-- half the battle
is correctly locating them! Which side of the freeway? Exactly which
ramp? Where on the interchange? When the first responder does get there
\-- he now has to describe that location and the conditions of the scene
to the supervisor and second responders. It can sometimes take an hour
to get a supervisor to the scene to start ordering the right equipment
handle the situation. Meanwhile traffic is compounding the problem.

Next month we will be experimenting with some relatively simple
solutions to this problem in NYC. They will equip 25 cars with
computers, GIS capability and digital video. They are also equipping
several second responders with the capability of receiving information
from these devices.

Once the police car arrives on the scene of a crash, the officer can
instantly communicate precise location, along with digital images to the
supervisor who can begin managing the scene remotely \-- by dispatching
the right emergency equipment to the right location. It's an hour saved,
and for the traffic manager, potentially four hours of backed up
traffic.

Another problem you are all familiar with is the difficulty, if not a
complete inability to communicate by radio between agencies at the
incident scene. In another demonstration here in the Washington DC area
\-- the Law Enforcement Agencies in Maryland, Virginia and the District
of Columbia are taking advantage of ITS funding to develop an integrated
wireless communication network among several law enforcement agencies
that until now have not been able to communicate with each other by
radio. This year we hope to have between 6 and 14 in-vehicle units
capable of transmitting messages, images and other digital data between
police vehicles in each jurisdiction. Next year our goal is 30 vehicles
that extend the experiment to fire and EMS vehicles as well as State
service patrol vehicles.

This April we will be issuing a request for proposals from teams that
will include 911 public service answering centers. We are looking to
test yet another critical link in the management of incidents \-- the
identification that a crash has occurred. Numerous vehicles are now
being sold with what is called the OnStar or Rescu system \-- that
either allows you to push a button and call for help or if your airbag
goes off, automatically places the call for you to the OnStar or Rescu
center. Right now those centers call the Public Safety Answering Points
(PSAP) on an \"office\" line \-- not the 911 line. The call is not
treated as an emergency call. We will be looking to experiment with the
telephone switching and protocols required to have those OnStar and
Rescu calls come directly into the PSAP as though they were a 911 call.
Sounds simple\-- but until we work out all the telephone and protocol
issues it stands in the way of some very powerful technology getting
rescue equipment to a crash scene within the \"golden hour\".

Next winter we will be soliciting proposals from communities interested
in demonstrating a full integration of Computer Aided Dispatch (ICAD)
systems in the transportation center, police dispatch center, fire and
rescue center, and any other second responders used in the community. We
know that CAD systems are beginning to be common \-- the problem is
there are different ones in different agencies \-- we want to
demonstrate the value of linking them together to instantaneously share
information and commands.

We will also be soliciting another community to demonstrate the kind of
public safety mobile unit communication integration that we are trying
to demonstrate here in the Capitol area.

However, our opportunities to experiment with these points of leverage
highlighted by the steering committee don\'t stop there.

Some of you are learning how to take advantage of earmarking of the ITS
deployment funds -- and frankly we are delighted! Indiana with SAFE-T
and the tri-state area of DC, Maryland and Virginia and Iowa each had
specific earmarks for technology improvements funded from the ITS
deployment program in 2001. Let me share with you some of what has been
going on in Indiana under the leadership and championing of
Superintendent Carraway. Superintendent Carraway identified a set of
communications issues facing Indiana's public safety agencies. Existing
communications systems were not providing adequate support. Problems
such as congested channels combined with aging systems and equipment
were serious problems.

A formal communications strategic planning project was undertaken
leading up to a Summit on Integrated Law Enforcement to discuss how law
enforcement agencies could voluntarily share resources and information
to develop an effective statewide voice and data communication system.

Ultimately the group was broadened to include fire, emergency
management, EMS and others. They have become an official public agency
and are now undertaking a number of demonstration projects one of which
is Project Hoosier SAFE-T which attacks the problem of interoperability.
It has been supported by ITS deployment funds.

# Training

We are also finding great success with our incident management-training
course. In fact this last year we sold out all the courses and have been
forced to add more courses -- credit in large measure goes to the
retired, veteran law enforcement officers and transportation managers
who jointly teach the course.

The course brings together mid-level management in law enforcement, fire
and rescue, emergency medical, PSAPs, towing, traffic management,
traffic media and other organizations involved in incident management.
Sometimes these folks are meeting each other for the first time. But
after they work thru the structure format of issues involved (from each
agency's perspective) in dealing with an incident they go away with a
real commitment to follow up with a number of next steps they've planned
for themselves. Sometimes they go home with simply a better ability to
do their job. Let me read a portion of e-mail from one officer.

" ... much thanks to you and Arland for the class. In the short period
of time I have heard about a dozen examples of troopers applying what
they learned in the class to real situations. I\' m sure that in more
than one instance, the people involved handled the call in a safer
manner than they would have prior to the class. One recent example
illustrates my point.

*A young midnight trooper was dispatched to a crash. Upon arrival he
called for a tow. The positioning of the vehicle involved, required a
lane to be blocked. This trooper blocked the lane but then called in to
advise that his car had almost been struck by passing traffic. Another
trooper overhead the radio traffic and jumped into action. He had this
young trooper and a veteran day shift trooper meet with him at the exit
west of the crash. There he explained the concepts learned in the class
and offered that they could do this in a safe manner if they applied the
concepts. As a result, one trooper positioned his squad car about a half
mile before the crash, on the shoulder with his arrow stick on. He had
the veteran trooper put her squad partially in the right lane about a
quarter mile ahead of him with her arrow stick on.*

*Then he had the young trooper take the right lane, again with only an
arrow stick on, ahead of the veteran trooper. They created a queue that
slowed traffic down at the scene of the crash that allowed for the
vehicle to be safely and quickly removed then all three troopers fell
into the traffic stream and cleared from the scene.*

Please pass onto Federal Highways how much this course has already meant
to us. We would have continued to operate as usual and eventually had
someone injured or killed. We will be requesting more training and hope
to see you again soon.

**New Guidelines**. One of the more exciting initiatives we are
undertaking is a partnership with the National Fire Service Incident
Management System Consortium (NFSIM) to produce a Model Procedure Guide
focused entirely on traffic incidents. The focus of the guide will be a
fire and rescue audience. But to produce it, they have assembled a panel
representing law enforcement, transportation, emergency medical and
several others. As they talk thru these guidelines several have
commented that the guidelines will be valuable to their constituents as
well -- so we are anticipating a wide circulation. If you wish more
information, you may visit their website**:
[www.firehouse.com](http://www.firehouse.com/).**

# Money

I'm going to assume for a moment that you all agree that, yes there is
much to be gained with new technology, and that we would function even
better in handling traffic incidents if we could develop instantaneous
communications among all the folks involved in responding. -- You're
next thought is likely to be -- "sounds good, but where's the money? Our
budget is shrinking as it is."

While I don't want to over promise -- this is an area where you might be
in luck. Transportation professionals are beginning to understand that:

1.  In some areas there is simply no more room to build highways to
    solve the congestion problem

2.  If there is room, it is extraordinarily expensive

3.  And there are a number of things that can be done relatively
    inexpensively that will substantially improve a congested corridor
    -- one of them is streamlining the response to incidents.

It may be cheaper, more doable and almost as effective to install good
communications systems for the first and second incident responders --
to help them streamline an incident response -- than to invest in a more
traditional transportation solution.

Intelligent Transportation Systems have always been eligible for
Federal-aid funding but were specifically designated as eligible in the
last transportation authorization bill, TEA--21. And the kind of
communication, and integration systems we've been discussing here could
certainly meet the definition of Intelligent Transportation Systems. A
total of \$34.1 billion was authorized for the Federal-aid Highway
Program for fiscal year 2001, most of which was made available to State
and local governments. You may find that your local transportation
agency should become your best friend.

There is also some special ITS funds that some of you have already
found. TEA-21 authorize an ITS deployment program of about \$120 million
per year. This has been earmarked almost entirely by Congress, but
Congress generally only earmarks the city or state, without specific
reference to the subject. We then ask for a proposal from the city that
deals with the integration of ITS technology. If your city or state is
one of the 90 that have been earmarked this year -- I encourage you to
contact the transportation agencies to suggest that some of the funds be
used for integrating public safety information and communications
systems with those of the transportation agencies. It is the kind of
proposal that we welcome!

There is one small catch however. In the same legislation there is a
provision that requires that any expenditure of Highway Trust Fund
dollars for Intelligent Transportation purposes must show consistency
with the local or national architecture. We have recently issued a
regulation that gives state and local agencies about 4 years to develop
a local architecture -- which in essence is a plan for how all this
electronic technology will be integrated across the region.

We have asked them to include public service agencies in these
discussions. If you ever intend to try to tap transportation funds to
pay for technology in your agency -- you need to be at the table and
make sure your agency is represented in the architecture.

Let me close by reminding us all that the transportation systems in our
communities is the equivalent to the circulation system in our bodies --
without it not much of anything functions.

The fact that our community circulation system is developing "congestion
of the arteries" is a problem for every one of us. Neither of our
respective agencies can heal this patient alone. But working together --
we can make a big difference.