Report to/Rapport au :

Report to/Rapport au :

Corporate Services and Economic Development Committee

Comité des services organisationnels et du développement économique

4 September 2003 / le 4 septembré 2003

Submitted by/Soumis par : Ottawa Police Services Board/

Commission des services policiers d’Ottawa

Contact/Personne-ressource : Wendy Fedec, Executive Director/ Directrice exécutive

580-2424, Ext. 21618, Wendy.Fedec@ottawa.ca

Ref N°: ACS2003-CCS-CSE-0019

SUBJECT: OTTAWA POLICE SERVICE TRAFFIC ENFORCEMENT INITIATIVE

OBJET : INITIATIVE D'APPLICATION DU CODE DE LA ROUTE DU SERVICE DE POLICE D'OTTAWA

REPORT RECOMMENDATIONS

That the Corporate Services and Economic Development Committee and Council approve:

1. That effective 1 September 2003, the Ottawa Police Service expand its Traffic Enforcement Section in order to initiate and sustain high intensity specialty enforcement related to speeding vehicles and aggressive drivers.

2. The submission of our first application to the Ontario Ministry of Public Safety and Security, Community Policing Partnership Program, for eighteen additional sworn personnel, to help offset the costs associated to the Traffic Enforcement Initiative.

RECOMMANDATIONS DU RAPPORT

Que la Comité des services organisationnels et du développement économique et Conseil approuve:

1. à compter du 1^er septembre 2003, la Section d'application du Code de la route du Service de police d'Ottawa prendra de l'expansion, afin de lancer et de maintenir l'application spécialisée hautement intensive du Code ciblant les excès de vitesse et l'agressivité au volant.

2. la présentation de notre première demande au ministère de la Sûreté et de la Sécurité publique de l'Ontario, Programme de partenariat de police communautaire, afin d'ajouter 18 membres assermentés du personnel pour aider à réduire les coûts liés à l'initiative d'application du Code de la route.

BACKGROUND

At its 23 June 2003 meeting, the Ottawa Police Services Board considered and approved the attached report from the Chief of Police dated 17 June 2003 which contains the above recommendations. At the meeting, the Board also approved that the report and its recommendations be forwarded to the City of Ottawa through the appropriate standing committee and then to Council.

The recommendations require the approval of City Council because the initiative entails an expenditure in 2003 that exceeds the approved Ottawa Police Service 2003 Budget. This is in accordance with the terms of reference for the Corporate Services and Economic Development Committee (CSED) which state that one of the Committee’s responsibilities is to: “Subsequent to the approval of the budget, consider, for recommendation to Council, the identification of all additional funding requirements or budget adjustments, including reserves, that cannot be accommodated from within a departmental existing capital or operating budget.” Accordingly, the Ottawa Police Services Board is forwarding the attached report to CSED and Council for consideration.

CONSULTATION

The Chief’s report contains feedback obtained from the public as a result of last fall’s Ottawa Police Service Public Survey, as well as information from the Traffic Injury Research Foundation and the Ontario Road Safety Annual Report for 2001. There were no public delegations at the Police Services Board meeting on 23 June 2003 when this report was discussed.

FINANCIAL IMPLICATIONS

Attached as Document 1 is a financial comment identifying how this initiative can be funded should it be approved.

ATTACHMENTS

Document 1: Finance Department Comment

Document 2: Extract of Minutes, Ottawa Police Services Board meeting of Monday,
23 June 2003

Document 3: Report from Chief of Police dated 17 June 2003

DOCUMENT 1

CITY FINANCE DEPARTMENT COMMENT

The proposed Traffic Enforcement Initiative was approved by the Ottawa Police Services Board on June 23, 2003. At that time, the report indicated that this initiative would require a 2003 operating budget increase of $773,081 for the September to December period and an initial capital budget requirement of $1,219,000 to address the start-up costs of the program. Offsetting these costs was a proposed grant of $180,000 from the Provincial Community Policing Partnership program (CPP). As a result, the net funding requirement of this initiative was estimated to be $1,812,081 for 2003. For 2004, the operating funding requirement for this program was projected to be $1,761,904.

No funding for this initiative had been provided in the City’s 2003 operating and capital budgets.

Since the approval of report by the OPS Board, the Ottawa Police Finance staff have reviewed the financial estimates with City staff and have provided the following updated projections.

Table 1 - Traffic Enforcement Initiative - Revised Estimates
Operating Costs	2003 First Year Cost	2004	2005	2006	2007
Compensation	350,680	1,180,503	1,400,701	1,531,434	1,732,500
Vehicle Costs	111,000	333,000	333,000	333,000	333,000
Other Costs	69,920	122,760	122,760	122,760	122,760
Total Operating Costs	531,600	1,636,263	1,856,461	1,987,194	2,188,260
Initial Start Up Costs - One Time Cost	1,219,000	-	-	-	-
Total Costs	1,750,600	1,636,263	1,856,461	1,987,194	2,188,260
Funding
CPP Funding	0	0	0	0	0
Net Cost To Ottawa Police Service	1,750,600	1,636,263	1,856,461	1,987,194	2,188,260

City PON Revenues	467,775	2,237,750	2,237,750	2,237,750	2,237,750
Total Program Summary
Net Annual (Shortfall) / Surplus Position	(1,282,825)	601,488	381,290	250,557	49,491
Cumulative Net Position	(1,282,825)	(681,337)	(300,047)	(49,491)	0

Notes:
1) - Compensation calculated at year-end 2002 rates. 18 Officers and 4 Civilians (1 Analyst, 3 Data Input Clerks) included.
(2) - First year cost - start date - October 2003.
(3) - PON Revenue estimate based on a volume of 5,670 in 2003 (Oct – Dec) and 27,125 for each subsequent year.
(4) - PON Revenue based on City receiving 75% of the value of PON’s and are dedicated for this initiative.

These estimates have changed from the estimates provided to the Ottawa Police Services Board in the following manner:

The compensation costs have been changed to reflect that compensation reflects the progression of constables from 4^th to 1^st class. The other costs have also been reduced.
The CPP Revenue has been removed. If obtained, they will be included to reduce the net cost. The CPP funding if approved will provide an additional $0.5 million annually.
The start date of this initiative has been changed from September 1^st to October 1^st, 2003.

Should the Corporate Services & Economic Development Committee and Council approve this initiative, it is proposed that the 2003 net shortfall of $1.3 million be funded in the following manner.

On September 3^rd, Council approved the staff report entitled “Type III OMERS Supplementary Benefits”. Surplus funds held with OMERS are to be contributed to two new reserves – an Ottawa Police Service and an Ottawa Fire Service Type III Supplementary Benefit Account. The amounts to be contributed to each of these reserves are estimated to be $2.5 million and $0.4 million, respectively.

The funds in the Ottawa Police Service Type III Reserve are “ to be used at the discretion of the Ottawa Police Services Board providing that the use of the funds does not require ongoing funding by the City of Ottawa”.

Based on the revised financial estimates as presented in the table above, it is projected that the net cost of the Traffic Enforcement Initiative will generate revenues in excess of operating costs in the 2004 to 2007 time period. The 2003 projected requirement of approximately $1.3 million is due primarily to the initial one-time capital start-up costs associated with additional vehicles, radar and radio equipment.

Given the one time nature of the 2003 funding requirement, it is recommended that net shortfall be funded from the Ottawa Police Services Type III reserve. It is also recommended that if the actual costs or revenues vary from those as presented in the table above, that the transfer from the Type III reserve be adjusted accordingly and the Ottawa Police Services Board be notified.

Should Committee, Council and the Ottawa Police Service Board approve the recommendations, the necessary adjustments will be made to the 2003 operating and capital budgets. The operating costs and revenues will be incorporated into the 2004 draft estimates.

Lloyd Russell

Treasurer / Director of Finance

City of Ottawa

DOCUMENT 2

Ottawa Police Services Board

Extract of Draft Minutes

23 June 2003

Commission de services policiers d’Ottawa

Extrait de l’ébauche du procès-verbal

23 juin 2003

OTTAWA POLICE SERVICE TRAFFIC ENFORCEMENT INITIATIVE /

INITIATIVE D'APPLICATION DU CODE DE LA ROUTE DU SERVICE DE POLICE D'OTTAWA

Chief Bevan introduced the Traffic Enforcement Initiative as being very important for the Police Service and the citizens of Ottawa. Through the public survey conducted by the Ottawa Police Service (OPS) in the fall of 2002, the community at large has indicated traffic concerns, specifically speeding and aggressive driving, are two of the top three priorities.

He introduced Supt. P. Hayes, Insp. K. Erfle, and S/S R. Lavigne to conduct the presentation, as well as Sgt. G. Doucette to assist with statistical and research information. The Chief stated the OPS is asking that the Board authorize the first application against the Community Policing Partnership (CPP) Program pool of officers for allocation to the traffic enforcement initiative. He clarified the officers for this initiative will constitute just one of at least a couple applications being made against the CPP pool of officers. The Chief said attempts will be made to achieve a balance in the number of officers received in Ottawa, in comparison to the rest of the province. He stressed this initiative is a priority for the community and the OPS, and he noted the Board’s approval is necessary in order to proceed to City Council. He hoped to have approval before the application date.

Supt. Pat Hayes said he had attended an 18 June 2003 meeting of the City’s Transportation and Transit Committee at which a report on road safety in the City of Ottawa was discussed. He acknowledged the presence of the City’s Road Safety Coordinator, Mr. G. Thomas. Supt. Hayes noted tonight’s presentation will provide information about supportive efforts in increased traffic enforcement to target speeding and aggressive driving. The goal is to reduce deaths and injuries on the roadways through an integrated approach with partners, based on the foundation of the three “E”s: enforcement, education and engineering. Traffic enforcement is the responsibility of all police officers within the OPS as stressed by Chief Bevan and senior management.

Insp. Erfle reiterated that every officer has a responsibility for traffic enforcement. There are specific traffic enforcement units by division as well as within the Emergency Operations Division. The latter Division’s responsibilities include traffic escort and enforcement as well as supporting the other divisions with their traffic problems.

S/S Lavigne emphasized the goal of this initiative is to make roads safer by reducing the biggest problems of speeding and aggressive driving by means of increasing high intensity specialty enforcement. S/S Lavigne made a presentation on the Traffic Enforcement Initiative Recommendation and Plan (a copy of the presentation is on file with the Board’s Executive Director).

Member Eastman referenced the slide that states almost half of fatalities and 40% of serious injuries occur on rural roadways. He believed this wasn’t because rural residents are poorer drivers, but because of higher traveling speeds and higher speed limits. He personally thought another contributing factor to the speeding problem could be related to unreasonable speed limits posted on different types of roadways. He said some people may be inclined to disobey posted speed limits if they are perceived to be unreasonable for the type of road.

Member Eastman asked if the initiative was contingent on CPP funding approval. Ms. Frazer, Director General, indicated the numbers in the report show the financial impact with and without funding. She said it is her understanding applications must be submitted by September and the funding would be forthcoming after that date. It is the OPS’s goal to achieve this funding on the strength of the program itself. In response to another question from Member Eastman, Ms. Frazer said that from her experience with the CPP program, the length of the funding term is indefinite. She noted the funding has traditionally been a 40% - 60% split between the Province and the City respectively.

Responding to a further question from Member Eastman, Ms. Frazer stated the funds being requested for this initiative are over and above the approved 2003 budget, hence the requirement to put it before City Council.

Member Eastman stated that in light of the fact that the City has recently had to cut approximately $20 million from its 2003 budget, he would be putting forward a motion that approval of this initiative be contingent upon receiving funding through the CPP program.

Chair Kreling wanted to clarify that should the initiative be approved by the Board it would then proceed to City Council. Council will make the decision whether or not there is a value in providing this service and whether to allocate the additional resources required. Council can make that determination taking into consideration potential revenue that might be generated from this or other programs. Ms. Frazer confirmed that was correct. Replying to a further question from Chair Kreling, Ms. Frazer said she hoped the timeframe for presenting the report to Council would be some time in July.

Chair Kreling further clarified the Board is prohibited by the Province from concerning itself with revenues generated by provincial offences. Council can certainly avail themselves of this information from the Corporate Services Department to assist in determining whether they believe this is an important enough program to fund and how best to fund it.

Referencing enforcement of the high occupancy vehicle (HOV) and bus only lanes on the Portage Bridge, Vice Chair Legendre asked if it was the intent of the OPS to do similar enforcement in other areas. He said that the whole length of Montreal Road in Vanier could use more enforcement of HOV/bus only lanes. Chief Bevan indicated this area has already been brought to the OPS’s attention and enforcement has taken place. The Vice Chair said he knows when enforcement is being done due to the amount of calls coming into his office from people who have been stopped. He encouraged the police to continue this kind of enforcement.

Vice Chair Legendre referred to the slide dealing with disobeying red lights and said this violation must surely be a major cause of fatalities. S/S Lavigne replied it is one of the contributing factors of intersection collisions, however, speeding is the major cause of fatalities.

Vice Chair Legendre mentioned the pilot project currently in progress in Ottawa using red light cameras. He said the Province is dragging its feet on the permanent use of red light cameras; he did not believe this project needs to be proven as it has been around for a quarter century in other jurisdictions and has been demonstrated to work very well. The program pays for itself and saves lives. He did not understand why a “pilot” must be run. The Vice Chair introduced a motion calling on the Province to support and approve the use of red light cameras and asked the Chief if it was a reasonable message to send.

Chief Bevan stated the OPS is already on record as supporting a previous motion on red light cameras. He noted D/C Hill is directly involved in the implementation of the red light camera pilot project and the OPS has been actively supporting the program. The support will continue as it is seen as a good fit with the proposal that is before the Board today and with the overall Integrated Road Safety Management Program.

Vice Chair Legendre noted the suggestion for a traffic enforcement initiative had been made pre-amalgamation. He understood the intent of Member Eastman’s motion is to put some pressure on the Province to help with additional resources. However, he believed that with or without additional resources the traffic enforcement initiative must move forward. He was very supportive of the program and for that reason, would not support Member Eastman’s motion.

Member McCombie thought he recalled reading a recent release from the Premier’s Office indicating red light cameras would be discontinued in the province. S/S Lavigne clarified it was photo radar that would not be re-introduced and not red light cameras.

Chair Kreling re-iterated the Board could not discuss the potential revenue generated by increased enforcement of traffic offences. Council can discuss what funds they want to find in the City’s budget and revenue streams in order to make the program happen. He indicated he agrees with the Vice Chair about this initiative being a long time coming and said this is as close as they have gotten to an integrated approach combining resources. The program is timely, especially given the survey results indicating that two out of the top five community concerns are traffic related issues. Chair Kreling said he understands the prudence behind Member Eastman’s motion, however, he is interested in seeing Council move forward with this initiative.

Member Morin expressed support for the recommendation as put forward by the Chief. However, she noted it is a big budget item and she expressed some concern with the timing of it in relation to the budget process and putting together the next Business Plan. She was uncomfortable with it coming forward as an ad hoc item.

Member Eastman stated he also supports the recommendations; his concern is how it is to be funded. He did not think the initiative should proceed without a partnership in place. He said it was a good program and deserves support, and if applied for in September the OPS should know shortly thereafter if funding will be forthcoming.

Chief Bevan suggested the Board may wish to consider a third recommendation: that if the other recommendations are approved, they be submitted to the City’s Corporate Services and Economic Development Committee and then on to Council.

Chair Kreling stated he would put forward a third recommendation to submit the report and its recommendations to the City of Ottawa.

Vice Chair Legendre asked the Chief whether, in the unlikely event Council turns down this initiative and no additional resources are forthcoming, it is the intent not to halt the integrated nature of this effort. He asked if the OPS would try to function with existing resources. Chief Bevan responded the lack of success of the Integrated Road Management Safety Program to date has been due to the lack of resources.

Moved by D. Eastman

Be it resolved that the introduction of the Ottawa Police Service Traffic Enforcement Initiative be contingent on receiving funding approval by the Community Policing Partnership Program.

LOST

YEAS: D. Eastman, J. McCombie

NAYS: J. MacEwen, D. Morin, J. Legendre, H. Kreling

That the Ottawa Police Services Board approve:

3. That the report and its recommendations be referred to the City of Ottawa for consideration.

CARRIED as amended

Moved by J. Legendre

Be it resolved that the Ottawa Police Services Board call on the Ministry of Public Safety and Security and the Provincial Government to support and approve the use of red-light cameras throughout the Province of Ontario as an important tool in making urban roads safer.

CARRIED

DATE:	17 June 2003
TO:	Executive Director, Ottawa Police Services Board
FROM:	Chief of Police, Ottawa Police Service
SUBJECT:	OTTAWA POLICE SERVICE TRAFFIC ENFORCEMENT INITIATIVE

RECOMMENDATION

1. That effective 1 September 2003, the Ottawa Police Service expand its Traffic Enforcement Section (as outlined in Annex “A”) in order to initiate and sustain high intensity specialty enforcement related to speeding vehicles and aggressive drivers.

2. That the Ottawa Police Services Board approve the submission of our first application to the Ontario Ministry of Public Safety and Security, Community Policing Partnership Program, for eighteen additional sworn personnel, to help offset the costs associated to the Traffic Enforcement Initiative.

BACKGROUND

For several years issues relating to road safety have inspired recognition on an international, national, provincial and a municipal level and increased the need for:

o cooperation among road safety agencies in the pursuit of common objectives

o coordination of effort in the achievement of those objectives

o developing lines of communication, measurement tools and reporting mechanisms as a means of assessing effectiveness and identifying emerging road safety trends

Statistical analysis of data collected from motor vehicle collisions has served as the catalyst for the development of Canadian initiatives supported by organizations such as Transport Canada, the Ontario Ministry of Transportation, the Canada Safety Council and the Traffic Injury Research Foundation. Each of those organizations emphasize the need to employ a multifaceted approach to road safety, such as that illustrated in the Ontario Ministry of Transportation Ontario Road Safety Report 2001.

On 18 June 2003, the Steering Committee of the Integrated Traffic Management Program tabled report # ACS2003-TUP-TRF-0017 to the Traffic and Transit Committee for approval. This report did receive approval, and will subsequently be submitted to City Council for consideration. This report incorporates objectives outlined in Transport Canada’s Road Safety Vision 2010 and in a local context provides a framework that will enhance existing initiatives, improve road safety through the integration and optimization of resources and will serve to raise awareness around road safety priorities. The Ottawa Police Service is recognized within the report as not only an active partner in existing integrated initiatives, but also as a key contributor to the strategic processes which will support the objectives of this program.

Combined efforts target four key areas:

o Legislation - sets out the rules for road users

o Enforcement - ensures that road users adhere to the rules

o Infrastructure Investment - ensures our roads are designed, constructed and maintained to maximize safety

o Education - educates road users about the rules and is the responsibility of all safety partners.

While enforcement is not seen as the panacea for the elimination of motor vehicle accidents, it is acknowledged as a critical element in any integrated plan whose objective is accident reduction. While integrated plans establish an expectation of participation in all key areas, police services are exclusively accountable for the delivery of the enforcement element.

In addition to statistical analyses developed from motor vehicle accident data, public opinion surveys have become critical tools for a number of agencies and provide data that serve as a barometer for community-identified issues of importance and priority.

The OPS public survey data outlined below, combined with the results of research carried out by other City road safety partners, points to a growing traffic problem in Ottawa. The Police Service can play a very direct role in reducing this problem by increasing its focus on traffic enforcement. An expanded traffic unit will help to achieve this outcome.

The Mayor and Board Chair have been briefed on such a proposal and agree that it has tremendous merit. It can be especially effective if implemented in conjunction with road safety initiatives sponsored by City partners. The proposal for an expanded traffic unit has been refined following those discussions and is outlined in the report that follows.

DISCUSSION

Ottawa Police Service Public Survey Results

The Ottawa Police Service recently released the results of the 2002 Public Survey on Policing Services in which a marked shift in community concern identified speeding cars as the leading issue of concern, break and enters as the second concern, and aggressive driving the third.

As a result of minor adjustments in the survey format, Table 1 below illustrates through a one to ten index, the relative importance that the community has attached to the top five issues of concern over the three survey periods.

Table 1

Top Five Neighbourhood Concerns 1995-2002

	2002	Index	1998	Index	1995	Index
1	Speeding cars	10.0	Break and enter	10.0	Break and enter	10.0
2	Break and enter	9.5	Theft from vehicles	8.8	Theft from vehicles	8.9
3	Aggressive driving	8.9	Vandalism to property	8.6	Vandalism to property	8.9
4	Vandalism	8.3	Speeding cars	8.3	Speeding cars	8.8
5	Theft from vehicles	7.5	Bicycle theft	8.2	Bicycle theft	8.8

Note: The design of the survey changed from a three-point answer scale in 1998 to a five-point answer scale in 2002. To allow comparison from 1995 to 2002, the top five concerns have been indexed on a scale of ten, rather than percentage reporting.

While the survey identifies that 66% of respondents were either satisfied or very satisfied with the quality of service provided, it does note that, “The most frequently cited reasons for dissatisfaction with the quality of service included the opinion that there were not enough police officers on patrol and the opinion that the police are not adequately dealing with speeding, dangerous driving and traffic problems”. Thirty-seven percent of respondents felt that the Police Service was doing a good or very good job at enforcing traffic laws, with an additional 27% indicating that the service provided was average. In terms of community perception of Police Service priorities, 64% rated enforcing traffic laws as either high or very high priority and an additional 29% indicated they felt the issue was of medium priority.

Traffic Injury Research Foundation

The Traffic Injury Research Foundation (TIRF) is a national, independent, charitable road safety institute based in Ottawa. Since its inception in 1964, TIRF has become internationally recognized in a wide range of subject areas related to identifying the causes of road crashes and developing programs and policies to effectively address them. Primary sponsors for TIRF are Transport Canada, the Brewers Association of Canada, Royal Sun Alliance, Young Drivers of Canada, the Canada Safety Council, and Lockheed Martin IMS.

In October 2001, TIRF published an inaugural report in The Road Safety Monitor that was targeted specifically at aggressive driving. TIRF used a random telephone survey in March and April of 2001, specifically designed to probe the knowledge, attitudes and concerns of Canadians with respect to a range of road safety issues.

The TIRF survey, based upon research conducted within other projects, defined aggressive driving as, “…driving…behaviour that endangers, or is likely to endanger people, or property.” It goes on to clarify that “The common types of driving behaviour often considered to be aggressive include: excessive speeding, tailgating, running red lights, unsafe passing, weaving in traffic and failing to stop at stop signs.”

In summary, the TIRF research concluded the following:

1. “Canadians are deeply concerned about aggressive driving! When asked to rate the seriousness of aggressive driving…65% of Canadians think aggressive driving is a serious or extremely serious problem.”

2. “One of the reasons Canadians view aggressive driving as a serious road safety problem is that they see these driving behaviours very often.” See Table 2.

Table 2

Perceived Frequency of Driving Behaviour

See it very often

Never seen

3. “In Canada, speed has been identified as a contributing factor in up to 18% of fatal and personal injury crashes (Bierness and Simpson 1997). This means that as many as 4,000 deaths and injuries could be attributed to speed each year.”

4. “Interestingly, although running a red light is seen less often than speeding…it is regarded a more serious problem…Canadian drivers include an assessment of the risk of crash involvement associated with the problem, ie. Although they do not witness drivers running red lights as often as they witness such things as unsafe passing, they regard the potential consequences of the former as more serious.”

5. “The prevalence of aggressive driving behaviours, particularly speeding and running red lights, and the high risk of crash involvement associated with such behaviours, leave little doubt about the importance of aggressive driving to overall road safety.”

6. “Overall, 60% of Canadians agreed or strongly agreed there should be greater enforcement of traffic laws.”

Motor Vehicle Collisions

Motor vehicle collisions are one of the serious outcomes of the driving problems identified in the Ottawa Police Service Public Survey on Policing Services 2002 and the Traffic Injury Research Foundation reports. The list of the top ten causes of accidents in Ottawa and Ontario respectively, include:

The Ontario Ministry of Transportation Ontario Road Safety Annual Report 2001 illustrates that in 51.7% of collisions, the driver was assessed as driving properly or driver action unknown. In contrast, 48.3% of all collisions resulted from causes listed above, the vast majority of which are attributable to driver action relative to speeding and aggressive driving behaviours.

The City of Ottawa data on motor vehicle collisions illustrates that collision activity within the City is consistent with provincial and national trends towards reductions in fatal and injury accidents. National Statistics reported by Transport Canada in Road Safety Vision 2001 illustrate that the number of road users killed in 1973 was 6,706 while in 1999 that number was reduced to 2,969. The City of Ottawa has, as illustrated in the following table, for the last three reporting years achieved overall reductions in reporting figures.

Table 3

Motor Vehicle Collision Statistics – City of Ottawa - 2000 - 2002

	2000	2001	2002
Fatal	11	32	31
Injury	3,533	3,264	2,676
Property Damage	13,284	11,496	11,314
Non – Reportable	n/a	2,412	3,504
Fail to Remain	3,291	1502	911
Totals	20,119	18,706	18,436

Note: Figures reported are numbers of accidents

According to the Ontario Road Safety Annual Report for 2001, the City of Ottawa experienced the second lowest rate of collisions per 10,000 population among the major municipalities in the province.

In spite of the successes experienced in the long-term reduction of fatal and injury accidents on a local, provincial and a national basis, organizations operating at those various levels have come together to engage in aggressive campaigns targeting a further reduction in those figures. On a national level the community has identified that Police Services must apply greater priority to traffic enforcement. In spite of the reduction in accident figures in the City of Ottawa, the community has identified the need for the Police Service to dedicate resources in a manner which will further reduce the figure of 2,707 people killed or injured and 15,700 property damage accidents that occurred in 2002.

In October 2000, Transport Canada convened a meeting of the Council of Ministers responsible for Transportation and Highway Safety and developed program targets to extend Road Safety Vision 2001 to the year 2010. A summary of the sub-targets of the program is as follows:

The sub targets related to speeding and aggressive driving are:

40% decrease in fatal or serious injury crashes involving alcohol
20% decrease in fatal or serious injury crashes involving excessive speed or intersections
20% decrease in the percentage of drivers who commit three high risk driving infractions in a two year period
20% reduction in the number of young drivers killed or seriously injured
30% decrease in the number of vulnerable road users killed or injured (pedestrians / cyclists / motorcyclists
40% decrease in the number of road users killed or fatally injured on rural roadways.

Within these sub-targets it is worthy to note that the Traffic Injury Research Foundation Report on aggressive driving supports the Transport Canada sub-target around repeat offenders:

“…research (Beirness and Simpson 1997) has shown that drivers who engage in one type of aggressive behaviour…are also likely to engage in other types of aggressive driving behaviour.”

In addition, with the high proportion of rural roadways within the City of Ottawa, it is important to note that the Transport Canada Road Safety Vision 2010 document makes the following observation:

“Almost half of all fatalities and approximately 40% of all serious injuries occur on rural roadways with posted speed limits of 80 – 90 km/h. Increased education and awareness of rural road safety issues, improvements in road and vehicle design, enhancements to emergency medical services as well as targeted enforcement will all figure prominently in reducing casualties on rural roadways.”

Vulnerable Road Users - Pedestrians and Cyclists

Motor Vehicle Collisions often involve more than just the occupants of the vehicles. The safety of pedestrians and cyclists is also at risk. In the urban area of the City of Ottawa, data for 1999 shows that 38% of urban casualties in motor vehicle accidents are pedestrians or cyclists. Forty-eight percent of child casualties are pedestrians, as shown in Table 4 below.

Table 4

1999 Ottawa Police Service Road Safety Plan Analysis

Rural Accidents

· 87% of casualties are car occupants

· 7% are pedestrians

· 6% are cyclists

Urban Accidents

· 44% of casualties are car occupants

o 20% of child casualties (under 16) are car passengers

· 18 % are pedestrians

· 20% are cyclists

· 48% of child casualties (under 16) are pedestrians

· vulnerable road users (cyclists, pedestrians, motorcyclists) account for 52% of all casualties

Enforcement

The Ontario Road Safety Annual Report 2001 indicates that traffic enforcement convictions were distributed as follows:

o In 2001, 1,031,757 Highway Traffic Act convictions were registered, distributed as follows:

§ 636,594 - Speeding

§ 125,836 - Other pointable offences (2-4 points)

§ 11,591 - Other pointable offences (5–7 points)

Speeding and other demerit pointable offences which correspond to aggressive driving behaviours then comprise 774,021 convictions or 75% of the total number of convictions registered.

o In 2001, there were 20,267 Criminal Code driving convictions in Ontario:

§ 16,663 alcohol related

§ 24 Criminal Negligence

§ 622 Fail to Remain at Accident

§ 1,852 Drive while disqualified

§ 1,106 Dangerous Driving

Additional Considerations

The Ontario Road Safety Annual Report 2001, Section 2.19, reports that the numbers of licensed drivers in Ontario has increased from 5.1 million to 8.3 million over the 20 year period from 1981 to 2001, an increase of 58.5%. In the same time period, the Canada Safety Council reports, on its website, a 36% increase in registered motor vehicles, from 13.8 to 18.8 million. The clear implication here is that there are significantly more drivers and vehicles on our roadways.

An examination of Ontario Road Safety Annual Report data for 2001 illustrates that while drivers between the ages of 16 and 35 account for 32.7% of the licensed drivers in the province, that same age group accounts for 86.13% of demerit point drivers licence suspensions. While this figure isn’t conclusive, it does seem to support the Traffic Injury Research Foundation profile of an aggressive driver who is described as:

“Research (Bierness and Simpson 1997; Chen et al 1994; Galdabini 1988; Mercer 1989; Retting and Williams 1996; Tasca 2000) suggests that the following profile describes the aggressive driver;

o young (under 30)

o male

o high school education

o enjoys taking risks

o engages in other behaviours that compromise safety

o exhibits general aggressive and hostile tendencies

o has a record of previous driving violations and “crashes”

PROPOSAL

The Ottawa Police Service proposes to expand its Traffic Enforcement Section in order to initiate and sustain high intensity specialty enforcement related to speeding vehicles and aggressive drivers. The objective is to realign driving norms with the rules of the road and, by extension, reduce motor vehicle accidents and improve traffic safety for the community.

Under the proposal, the Traffic Enforcement Section will expand by 18 sworn officer positions and 1 civilian Analyst position. The Analyst will liaise with City of Ottawa road safety partners and will specifically serve as the point of contact for the City of Ottawa Integrated Traffic Safety Management System. This person will analyse collision data, coordinate traffic complaints and, in a timely fashion, make strategic recommendations relative to specific enforcement target locations and offence types. Three temporary positions are recommended to deal with Provincial Offence Notice data entry, to be phased out as an automated solution is developed and implemented, bringing the total to 22. The specific positions are identified below:

· 2 - Sergeants

· 16 - Constables

· 1 - Support Analyst (Civilian / Permanent)

· will coordinate / work with other internal OPS Divisions, other partner police agencies, the City of Ottawa Integrated Traffic Safety Management System

· 3 - Data Entry Clerks (Civilian / Temporary)

· will coordinate and streamline data entry for the enforcement section and support the three existing Divisions. The process of acquisition and implementation of technology supporting electronic data entry and automated offence notice production, will define the need for ongoing support of this element of the proposal.

· Total - 22

These resources will be added to the current Traffic Enforcement and Escort Section that consists of 1 Staff Sergeant responsible for both the Traffic Enforcement Section and the Collision Investigation Unit, 2 Sergeants and 10 Constables. Under this proposal the Section will have a total complement of 30 sworn officers in addition to the Staff Sergeant and 4 civilians (one permanent and three temporary.) The Section is seen as a desirable assignment for many officers and these positions will attract individuals with an existing high commitment to enforcement activity.

The Traffic Enforcement Section operates out of the Police Service building located at Bank Street and Leitrim Road. Provisions have been included in the cost estimates to undertake the accommodation changes necessary to house the expanded Section and to acquire the vehicles needed by these officers, which include 9 full size police vehicles and 9 motorcycles.

The traffic initiatives managed by the East, West and Central Divisional Superintendents, which target very specific neighbourhood and community concerns, will continue through the officers assigned to those Divisions. The Divisions will have access to more analysis of traffic related data through the Analyst in the Enforcement Section. There will also be many opportunities to co-ordinate Divisional and Enforcement Section activities to solve traffic problems.

Expected Outcomes

The current staffing of the Section has a dual mandate as set out below:

Mandate 25% - Traffic Escorts for visiting dignitaries

- Traffic Management Support for Demonstrations

- Traffic Management Support for Special Events

75% - Traffic Enforcement

The Section plays a very important role in traffic safety. In 2002 it issued 12,600 Provincial Offence Notices which equates to 1,260 per officer. This achievement is significant in light of the dual mandate. Most escorts require that all members of the existing section be deployed, which limits the enforcement that can be done during that shift. The proposed new resources will ensure that proportionally less of the mandate will be dedicated to the escort function with a corresponding increase in traffic enforcement. Provincial Offence Notice issuance is conservatively estimated at 32,760 annually for this Section.

Shift schedule development and the deployment model for the newly expanded Section will, subject to proposal approval, be based upon an analysis of local accident statistics, in conjunction with a review of the Ontario Road Safety Annual Report 2001 analysis of Hours of Day and Days of the Week accident occurrence. Early analysis around those parameters suggests a goal of traffic enforcement coverage from 6:00 A.M. to 9:00 P.M. Monday to Friday, with modified hours of work based upon the need for both Saturday and Sunday.

The Service will be monitoring the impact of this expanded Section from a number of aspects. Assessment will take place with respect to hard data analysis to determine the causal effect of enforcement on collision incidence. Community surveys will continue in order to measure the perception of the community with respect to traffic related concerns.

Links to the OPS Business Plan and Initiatives by the City and Other Safety Partners

Expansion of the Traffic Enforcement Section is consistent with OPS 2001-2003 Business Plan and has links with all five key result areas:

· Effective and Adequate Service Delivery

· Community Consultation and Partnerships

· Organizational and Management Practices

· Effective Resource Management and Deployment

· Relationship with the City of Ottawa

The enforcement focus proposed for the Section expansion will complement existing initiatives around education and engineering being carried out with other safety partners including Transport Canada and the Canada Safety Council. The partnership opportunities currently underway with the City of Ottawa through the Integrated Approach to Motor Vehicle Collision Reduction are outlined below.

Education - Partnerships with City Health Department and Medical Officer of Health

- Community Development Initiatives – Traffic orienteering for new Canadians

- New Driver Training Initiatives

Engineering - Partnership with City of Ottawa – Traffic Design Programs

Analysis - Partnership with TUPW

- Accident analysis

- Accident hot spot identification

- City Integrated Road Safety Program

- Analyze and coordinate traffic complaints

- Allocate and assign resources to develop response strategies

Enforcement - Selective Traffic Enforcement – Targeted Offences

- Radar Enforcement

HUMAN RESOURCE COMPONENT

The Human Resource element of this initiative is one that requires an increase in the approved Human Resource complement. In February 2002, the Board approved a multi year Strategic Staffing Initiative, composed of three major components; 1. 100% Active Staffing Plan, 2. Complement Review, 3. Just in Time Replacements. The objectives for this plan were very specific and were incorporated as an element of the Board’s Strategic Agenda. Through the 2002 Community Survey on Policing Services, the community identified traffic enforcement as a high priority requiring additional resources. While staffing of the initiative from existing complement was thoroughly evaluated, a solution could not be developed that did not involve compromising the objectives approved as integral to the Strategic Staffing Initiative.

Subject to Board approval, the positions will be staffed based on a September 1, 2003 start date. The staffing process for the 18 sworn members will follow the Service policy on transfers. An Expression of Interest process will be used to identify 18 existing members to be transferred to this newly expanded Section. These resources will be made available from the Divisions early in mid August 2003 to allow for training and other orientation activities prior to the September 1, 2003 effective date. The selection process for the positions will commence following approval of the Traffic Enforcement Initiative.

Recruitment efforts will begin following approval of the Initiative, to backfill the eighteen sworn Divisional positions. Though there will be some Human Resource pressures in the Divisions as a result of staffing the expanded Section, the retirement option being exercised by those eligible, through the first quarter of 2003, has been lower than expected (16 actual as compared to 34 predicted). This condition will help mitigate the effects surrounding the newly expanded Section and assist in ensuring that planned staffing levels are maintained.

Staffing activities for the civilian positions will begin following approval of the Initiative through the regular staffing process for civilian positions. All positions related to the Initiative will be staffed by the September 1, 2003 effective date.

FINANCIAL STATEMENT

Financial Services has projected the first year of operational and capital costs for the Traffic Enforcement Initiative to be $2.0 million. Details are provided in the table below. Operating budget requirements (for 4 months) are projected to be $0.8 million including staffing (16 patrol officers, 2 patrol sergeants and 4 civilians), staff training, officer clothing and equipment, vehicle operating and maintenance expenses and vehicle operating contribution to reserve. Initial capital costs are projected to be $1.2 million for the purchase of patrol vehicles, motorcycles, radar units, office equipment, office space fit-up, radios and IT/Telecom equipment. In subsequent years the annual operating costs will be in the range of $2.3 million. Vehicle replacement costs have been built into that estimate.

Under the recently expanded Community Policing Partnership program, the OPS will be eligible to apply for funding for additional sworn positions. If the Police Services Board approves an application for the 18 sworn officer positions and it is approved by the province, the CPP funding could reduce the 2003 net cost to the Service by $0.2 million, to a level of $1.8 million. Starting in 2004, the annual costs would be $1.8 million, assuming $0.5 million funding from one CPP program. The funding formula has been based on a 50% cost sharing formula with the province up to a maximum of $30,000 per officer.

Traffic Enforcement Initiative - Projected Costs
	4 months
Operating	2003	2004
	$	$
Compensation	588,615	1,831,504
Vehicle costs	111,000	333,000
Equipment and other costs	73,467	137,400
Subtotal	773, 081	2,301,904
Capital
Vehicles and motorcycles	720,000
Radars	99,000
Office fit-up*	195,000
Radio and IT requirements	205,000
Subtotal	1,219,000
Total Costs	1,992,081	2,301,904
Less: CPP Funding	180,000	540,000
Total Net Cost to City	1,812,081	1,761,904

* Includes 13 workstations – 4 civilian + 9 (50% of officers); electrical; furniture; plus existing work area reconfiguration.

Detailed cost explanations are illustrated at Annex A – First Year Costs and Annex B – Annual Costs.

CONCLUSION

The 2003 OPS Public Survey on Policing Services clearly illustrated a high level of concern around the poor driving habits which are perceived to be representative of drivers in the City of Ottawa. This perception is reinforced by the results reported by the Traffic Injury Research Foundation. The Ottawa Police Service is engaged in a multifaceted approach to road safety improvement and views this initiative as a proactive means of not only supporting local, provincial and national road safety initiatives but as a means of acknowledging and addressing a very specific community concern.

The goal of the Ottawa Police Service is to make the roadways in the City of Ottawa the safest in Canada for the motoring public, children, pedestrians and cyclists.

Vince Bevan

Chief of Police

Attach. (2)

Annex A

Operating Costs /

Initial Start up Costs Year 1

Operating Costs - First Year		Quantity	Unit Cost	Portion	First Year Costs - Starting Sept.
Compensation
16 Patrol Officers	1st Class Constable Rank	16	71,338	4/12	380,470	(1)
2 Patrol Sergeants	Sergeant Rank	2	80,885	4/12	53,923	(1)
3 Civilian - Data Entry Clerk	Group 3 (Term)	3	50,025	4/12	50,025	(1)
1 Civilian - Analyst	Group 5	1	56,925	4/12	18,975	(1)
Overtime Costs	Average	18	6,000	4/12	36,000
Court time Costs	Average	18	5,000	4/12	30,000
Dry Cleaning Allowance	All Officers (per Collective Agreement)	18	350	4/12	2,100
Statutory Holiday Cash-In	All Officers (per Collective Agreement)	18	2,853	4/12	17,121	(2)
Sub Total					588,615
Vehicle Costs
Vehicle Operating & Maintenance Costs		9	15,000	4/12	45,000
Vehicle Operating Contribution to Reserve - Vehicles		9	15,000	4/12	45,000
Vehicle Operating Contribution to Reserve - Motorcycles / ATV's / Snowmobiles etc.		9	7,000	4/12	21,000
Sub Total					111,000	(3)
Other Costs
Uniforms & Equipment		18	3,000	n/a	54,000
Radio Charges		28	500	4/12	4,667
Staff Training - Sworn Officers		18	1,000	4/12	6,000
Equipment Replacement - Annual (included in Initial Startup Costs in the 1st year)		0	25,000	n/a	0
Other Misc. Costs		22	1,200	4/12	8,800
Sub Total					73,467
*Total Costs*					$773,081

Annex A

Operating Costs /

Initial Start up Costs Year 1

Initial Start Up Costs	Quantity	Unit Cost	One Time Cost
Patrol Vehicles / Equipment	9	45,000	405,000
Patrol Motorcycles / Equipment	9	35,000	315,000
Radars (6 Stalkers, 3 Lasers, In Car mounted, Detectors)	1	99,000	99,000
Office Space Fit Up	13	10,000	130,000	(4)
Office Furniture	13	5,000	65,000	(3)
Desktop PC's, Telephone, IT Computer & Telephone Cabling	13	5,000	65,000
Radio Purchase	28	5,000	140,000
*Total - Initial Start Up Costs*			$1,219,000
*Grand Total - First Year*			$1,992,081

Notes:
(1) - Compensation calculated at Year end 2002 rates including benefits at 15 % - First Year costs starting in September 2003.
(2) - Each officer entitled to 12 days at a Unit cost based on an Constable 2002 year end rate.
(3) - This does not include the Initial Capital Start-up costs which are included below.
(4) - The officers will utilize existing office space if available.

Annex B

Annual Operating Costs

Operating Costs		Quantity	Unit Cost	Total Annual Cost
Compensation
16 Patrol Officers	1st Class Constable Rank	16	74,440	1,191,038	(1)
2 Patrol Sergeants	Sergeant Rank	2	84,402	168,803	(1)
3 Civilian - Data Entry Clerk	Group 3	3	52,200	156,600	(1)
1 Civilian - Analyst	Group 5	1	59,400	59,400	(1)
Overtime Costs	Average	18	6,000	108,000
Court time Costs	Average	18	5,000	90,000
Dry Cleaning Allowance	All Officers (per Collective Agreement)	18	350	6,300
Statutory Holiday Cash-In	All Officers (per Collective Agreement)	18	2,853	51,363	(2)
Sub Total				1,831,504
Vehicle Costs
Vehicle Operating & Maintenance Costs		9	15,000	135,000
Vehicle Operating Contribution to Reserve - Vehicles		9	15,000	135,000
Vehicle Operating Contribution to Reserve - Motorcycles / ATV's / Snowmobiles etc.		9	7,000	63,000
Sub Total				333,000	(3)
Other Costs
Uniforms & Equipment		18	3,000	54,000
Radio Charges		28	500	14,000
Staff Training		18	1,000	18,000
Equipment Replacement - Annual (included in Initial Startup Costs in the 1st year)		1	25,000	25,000
Other Misc. Costs		22	1,200	26,400
Sub Total				137,400
*Total Costs*				$2,301,904
Notes:
(1) - Compensation calculated at Year-end 2002 rates including benefits at 20 % (Increase due to OMERS Phase-in).
(2) - Each officer entitled to 12 days at a Unit cost based on an Constable 2002 year end rate.
(3) - This does not include the Initial Capital Start-up costs which are included in the First Year.

OTTAWA POLICE SERVICE TRAFFIC ENFORCEMENT INITIATIVE

INITIATIVE D'APPLICATION DU CODE DE LA ROUTE DU SERVICE DE POLICE D'OTTAWA

ACS2003-CCS-CSE-0019

Police Chief Vince Bevan, Staff Sergeant Rick Levigne and Rob Kehoe, Director of Finance, Police Services, appeared before the Committee on this item. Chief Bevan introduced the item and Staff Sergeant Levigne provided an overview of the staff report. A copy of the presentation is held on file with the City Clerk.

Councillor Bellemare had questions concerning the number of officers currently dedicated to traffic enforcement. Staff Sergeant Levigne responded that all uniformed officers have responsibility for traffic enforcement across the City. Within each division, there are four officers per division dedicated to traffic complaints and enforcement. He noted the squad is also responsible for VIP escorts across the City.

Responding to questions from Councillor D. Deans, Mr. Kirkpatrick stated that in terms of the impact on the City’s tax requirement, this project should not add to the tax burden.

Councillor Deans stated this was a good proposal that will add to safety in the City. She felt that more should be done in terms of educating the public and suggested the Police Chief could do a public service message to raise people’s consciousness that we all have a role to play in this regard.

Councillor Kreling stated he would bring Councillor Deans suggestion to the next Police Services Board meeting. As well, he indicated he would move the additional motions put forward by staff. The Councillor went on to speak of the value of this program and the fact that it would be a self-funded program - those who speed will pay for this program. He expressed his strong support for this proposal.

Councillor Stavinga stated she was delighted to see this program come forward, noting the greatest number of calls she receives is about traffic enforcement. She also agreed there is a need to get the word out to the residents.

Councillor Stavinga then had questions regarding the Ottawa Police Services Type III Reserve, noting this would be used for the capital upstart of this program. Mr. Kirkpatrick confirmed this and noted it would also be used for a portion of the operating costs for 2003. In terms of the cost to the Provincial Offences Act program, for the remainder of 2003, staff believe they can absorb the impact on the court administration program and then for 2004 the budget will have to be augmented in the order of $338,600. He noted that there would be $2.2 million in additional revenue included in the base budget (expected to be achieved through the PONs).

Referencing the suggestion made by Councillor Deans concerning educating drivers, Councillor Hume noted the City currently has a traffic safety program geared towards children through the schools (e.g. how to navigate safely through school zones, etc.). He encouraged Councillors to contact the school principals in their wards to educate them about this very good program.

Mayor Chiarelli spoke of the importance of traffic safety and he commended the Police for their leadership in bringing forward this program that responds to the community’s needs.

Moved by Councillor H. Kreling

1. The increase to the 2003 budget for the implementation of the Traffic Enforcement Initiative conditional upon the Ottawa Police Services Board approval to fund the 2003 net requirement from the Ottawa Police Services Type III reserve; and

2. The inclusion of the costs and revenues in the preparation of the 2004 draft budget including the administrative and court costs associated with the additional PON volume as per the schedule (Document 4).

CARRIED

The report recommendation, as amended was then approved.

That the Corporate Services and Economic Development Committee and Council approve:

1. The submission of our first application to the Ontario Ministry of Public Safety and Security, Community Policing Partnership Program, for eighteen additional sworn personnel, to help offset the costs associated to the Traffic Enforcement Initiative.

2. The increase to the 2003 budget for the implementation of the Traffic Enforcement Initiative conditional upon the Ottawa Police Services Board approval to fund the 2003 net requirement from the Ottawa Police Services Type III reserve; and

3. The inclusion of the costs and revenues in the preparation of the 2004 draft budget including the administrative and court costs associated with the additional PON volume as per the schedule (Document 4).

CARRIED as amended

Category	Methodology	Result
Ticket Supply	23,000 Tickets 30% allowance for issuance of 72 hour warnings Unit cost - $1.25	$ 50,000
Data Input	$0.46/ticket (outsourced service)	$ 10,600
Integrated Courts of Ontario Transaction Cost	$ 1.95/transaction as per agreement with the Ministry of the Attorney General	$ 45,000
Issuance of Notices	Statutory notices Data sorting, notice production and postage	$ 20,000
Adjudication Charges	1 out of 12 ticket issued results in a trial request 1,900 additional trial requests Traffic matters are handled at an estimated rate of 15 cases/hour Adjudication cost - $160/hour as per agreement with the Ministry of the Attorney General	$ 21,000
Forms/Supplies & Other Services	Supply of other prescribed forms, supplies Interpretation services (all languages)	$ 12,000
Total Supplies and Services		$ 158,600
Staffing	Additional processing volumes – 25% Benchmark – 2002 Statistics: Full-time complement: 14.0 Summer Student FTE: 1.0 Casual: 0.2 Total FTE – 15.2 Tickets Processed – 88,300 5,800 Tickets/ FTE Average cost –POA Client Service Clerk (including 20% benefit allowance) - $45,700	$ 180,000
Costing Total	Full Year Impact	$ 338,600

Contact/Personne-ressource : Wendy Fedec, Executive Director/ Directrice exécutive

580-2424, Ext. 21618, Wendy.Fedec@ottawa.ca

CONSULTATION

FINANCIAL IMPLICATIONS

ATTACHMENTS

DOCUMENT 1

CITY FINANCE DEPARTMENT COMMENT

Table 1 - Traffic Enforcement Initiative - Revised Estimates

Operating Costs

Vehicle Costs

Other Costs

Total Operating Costs

Total Costs

Funding

CPP Funding

Net Cost To Ottawa Police Service

City PON Revenues

Total Program Summary

Cumulative Net Position

INITIATIVE D'APPLICATION DU CODE DE LA ROUTE DU SERVICE DE POLICE D'OTTAWA

RECOMMENDATION

BACKGROUND

DISCUSSION

Ottawa Police Service Public Survey Results

Table 1

Top Five Neighbourhood Concerns 1995-2002

Motor Vehicle Collisions

Table 3

Motor Vehicle Collision Statistics – City of Ottawa - 2000 - 2002

Fatal

Vulnerable Road Users - Pedestrians and Cyclists

1999 Ottawa Police Service Road Safety Plan Analysis

Urban Accidents

Additional Considerations

PROPOSAL

Links to the OPS Business Plan and Initiatives by the City and Other Safety Partners

- Radar Enforcement

HUMAN RESOURCE COMPONENT

FINANCIAL STATEMENT

Traffic Enforcement Initiative - Projected Costs

Operating

Capital

Total Costs

Total Net Cost to City

CONCLUSION

Annex B

Annual Operating Costs

Impact Review of Police Services Board Proposal on Provincial Offences Act Program

Excerpt from Police Service Report