Red Light Enforcement Pilot Project

The Works Committee recommends the adoption of:

(1)the report dated September 2, 1999, from the Commissioner of Works and Emergency Services; and

(2)the recommendations embodied in the communication dated August 6, 1999, from Councillor Norman Gardner, Chairman, Toronto Police Services Board.

The Works Committee reports, for the information of Council, having received the report dated August 23, 1999, from the Commissioner of Works and Emergency Services.

The Works Committee submits the following report (September 2, 1999) from the Commissioner of Works and Emergency Services:

Purpose:

The purpose of this report is to inform the Works Committee of the results of the Tender Call No. 189-1999, for the supply, installation, operation and maintenance of red light camera systems, which closed on August 25, 1999.

A description of the various components of the Red Light Enforcement Pilot Project is provided in an accompanying report to the Works Committee on this same agenda entitled "Red Light Enforcement Pilot Project - Status Report".

Recommendations:

It is recommended that:

(1)Tender Call No. 189-1999 for the supply, installation, operation and maintenance of red light camera systems within the City of Toronto, for the period October 1999 to April 2003, not be awarded; and

(2)the Commissioner of Works and Emergency Services be authorized to continue with the planning and implementation of the Red Light Enforcement Pilot Project, as described in this supplementary report.

Funding Sources:

The funds required for the City of Toronto's equipment installation, operation and maintenance for the Red Light Enforcement Pilot Project are contained in the Works and Emergency Services Department Capital Program. Overall pilot project costs will include a number of additional project components over and above the equipment such as Ministry of Transportation involvement (project facilitation, evaluation study, and vehicle ownership data), processing centre, and a public information campaign. An additional report will be submitted at a later date detailing overall pilot project costs, and confirming that the debt charge will be offset from the revenue generated by offence notices issued through the project.

Background:

City Council, at its meeting held on December 16 and 17, 1998, granted authority to the Commissioner of Works and Emergency Services to issue a public tender call for the supply, installation, operation and maintenance of red light camera systems. Council also granted authority for the appropriate City staff to meet with provincial officials to finalize the necessary agreements for this project as required by the new legislation.

In January 1999, the City of Toronto requested contractors experienced in the supply and installation of red light camera systems to submit an application to become a pre-qualified contractor for this project. As a result, the following five firms were pre-qualified to submit tenders: EDS of Canada Ltd. and Redflex Traffic Systems Pty. Ltd., Guild Electric Limited, Lockheed Martin IMS Canada Inc., Stacey Electric Company Limited, and Tellis Traffic Inc.

Municipalities participating in the Red Light Enforcement Pilot Project include the Regional Municipality of Halton, Regional Municipality of Hamilton-Wentworth (with the City of Hamilton), Regional Municipality of Peel (with the City of Mississauga), Regional Municipality of Ottawa-Carleton, City of Toronto and Regional Municipality of Waterloo. Although only one tender document for the supply, installation, operation and maintenance of red light camera systems for all participating municipalities was issued, each municipality will be required to sign a separate contract with the successful bidder covering, insurance, bonding and payment issues.

Results of Tender Opening:

The Bid Committee, at its meeting held on August 25, 1999, opened the following tenders for Tender Call No. 189-1999:

No.Name$ Amount

1.Guild Electric Limited$10,168,468.52

2.Lockheed Martin IMS Canada Inc.$ 7,286,208.28

In consultation with the City of Toronto Legal Department, the submitted tenders are deemed as "invalid" as each tender submission includes a number of conditions proposed for negotiation between the City and the contractor.

Future Actions:

Following the tender opening on August 25, 1999, City staff met with the partner municipalities to develop a course of action, in the absence of any valid bid.

The following plan and tentative schedule were adopted by the participating municipalities:

(1)staff will review, in detail, the companies' concerns regarding the performance standards and tender specifications;

(2)staff will develop a new tender package;

(3)staff will release the new tender package this fall;

(4)the tender will close in November; and

(5)a report will be submitted to Committee before the end of the year recommending contract award.

This tentative schedule will result in a delay to the start of the Red Light Enforcement Pilot Project. The two-year duration of the pilot project will remain intact, however, since the legislature proclamation of Bill 102 will be made simultaneous with the revised start date.

Conclusions:

This report requests the authority not to award Tender Call No. 189-1999. This report also seeks approval to authorize the Commissioner of Works and Emergency Services to continue with the planning and implementation of the Red Light Enforcement Pilot Project.

Contact Name:

Les Kelman, P.Eng.

Director, Transportation Systems

Tel: (416) 392-5372

The Works Committee also submits the following report (August 23, 1999) from the Commissioner of Works and Emergency Services:

Purpose:

The purpose of this report is to provide the Works Committee with a status report on the Red Light Enforcement Pilot Project for consideration in association with the supplementary report recommending an award of contract.

Following the contract tender opening on August 25, 1999, the Project Steering Committee representing the six participating municipalities will meet to evaluate the tenders for the supply, installation, operation and maintenance of red light camera systems within their respective jurisdictions. A report recommending an award of contract will be submitted to the Works Committee at its meeting on September 8, 1999.

Due to the tight schedule, the report containing the recommendations may only be distributed to Committee members at the meeting. This "advance" report provides information on all components of the project as well as the contract tender process in preparation for the Works Committee meeting on September 8, 1999.

Funding Sources:

The funds required for the City of Toronto's component of the Red Light Enforcement Pilot Project are contained in the Works and Emergency Services Department Capital Program. The estimated cost for the City of Toronto is $3,000,000.00, and the debt charge will be offset from the revenue generated by offence notices issued through the project.

Recommendation:

It is recommended that this report be considered by the Committee along with the supplementary report to follow on the award of contract for red light camera systems and forwarded to Council and the Police Services Board for information.

Background:

On December 18, 1998, the Red Light Cameras Pilot Projects Act, 1998 (Bill 102) received Royal Assent. The Act amends the Highway Traffic Act to enable municipalities, for a period of two years, to use evidence obtained from red light cameras to issue violation notices. This Act comes into force on a date to be named by proclamation of the Lieutenant Governor when at least one municipality is ready to start its pilot project.

City Council, at its meeting held on December 16 and 17, 1998, resolved that:

(1)authority be granted to the Commissioner of Works and Emergency Services to issue a public tender call for the supply, installation and maintenance of red light camera systems at 10 high-risk City intersections and the installation of camera housings and detector subsystems at a further 10 high-risk City intersections;

(2)funding for these installations, estimated to be $3,000,000.00, be provided from the 1999 Transportation Capital Budget and that the debt charge be offset from the revenue generated by tickets produced by the red light camera system;

(3)the Traffic Services Unit of Toronto Police Services be requested to report on simultaneous police enforcement of an additional 10 high-risk City intersections to satisfy the Minister of Transportation's requirement for the pilot project, and that extraordinary police costs for this experiment be reimbursed from revenue generated by tickets issued as part of this pilot project;

(4)application be made to the Insurance Bureau of Canada for funding assistance for this pilot project, including police enforcement costs;

(5)the appropriate City staff be authorized to meet with provincial officials to finalize the necessary agreements for this project as required by the new legislation; and

(6)excess revenues generated by the pilot project go to the provision of additional cameras and housings.

Discussion:

Red light running is one of several aggressive driving behaviours that contributes to the annual toll of collisions and injuries at intersections in Ontario. In 1996, there were 44,971 collisions at signalized intersections operated by municipalities in Ontario. This accounts for 21 percent of all motor vehicle collisions in the Province. Seventeen percent of these collisions were the direct result of drivers disobeying a red light. Collisions resulting from red light running tend to be more severe than other intersection collisions because they typically involve at least one vehicle travelling at a high rate of speed. Moreover, in the most serious red light running collisions, the initial impact involves vehicles colliding at right angles to each other. This means that one vehicle is generally struck on its side. Side impact collisions tend to result in severe injury for two reasons: first, there is significant intrusion into the cab of the struck vehicle and, second, seat belts are less effective under these circumstances. Seat belts were designed primarily to protect vehicle occupants involved in head-on collisions.

In September 1998, the City of Toronto installed a camera on the westbound approach at the intersection of St. Clair Avenue West and Dufferin Street as an operational test of the equipment. The camera recorded about 60 red light violations per day prior to the installation of a warning sign and a media announcement. Once the warning sign was installed and the location was revealed to the media, the number of violations was reduced to about 30 per day.

In announcing Bill 102, the Province stipulated that municipalities wishing to introduce red light camera pilot projects will be required to introduce stepped-up police enforcement at other high-risk intersections to allow for comparison between the cameras and traditional enforcement. In February 1999, the Ontario Minister of Transportation invited interested municipalities and police services to attend a series of "Kick-off" meetings in order to establish a shared understanding regarding the purpose of the pilot projects, to address operational issues, and to reinforce a partnership approach with key stakeholders. Since then, a provincial-municipal Project Steering Committee was established to guide and direct three Working Groups. Working Group 1 is responsible for determining site selection criteria, conducting the evaluation study, establishing a police enforcement strategy and preparing a public awareness program. Working Group 2 is responsible for establishing a common province-wide approach to equipment selection, installation and operation. Working Group 3 is responsible for providing input into the regulations being developed under the Highway Traffic Act and Provincial Offences Act, regarding the processing of charges through the court system, as well as providing legal advice as required to the Steering Committee and Working Groups.

Municipalities and Police Services participating in the pilot project include the Regional Municipality of Halton, Regional Municipality of Hamilton-Wentworth (with the City of Hamilton), Regional Municipality of Peel (with the City of Mississauga), Regional Municipality of Ottawa-Carleton, City of Toronto and Regional Municipality of Waterloo. Provincial ministries facilitating the pilot project include the Ministry of Transportation and the Ministry of the Attorney General. The Office of the Information and Privacy Commissioner for Ontario has also provided its advice to the Working Groups.

(1)Site Selection:

Each participating municipality identified high-risk locations based primarily on historical collision data. In total, municipalities intend to purchase 19 red light cameras and equip 74 fully prepared sites. Municipalities will be rotating the cameras around the prepared sites so that photo enforcement will occur at all prepared sites. In addition, participating police services have been requested to provide stepped-up traditional police enforcement at a total of 30 sites. The City of Toronto intends to purchase 10 cameras and prepare 40 sites. The exact total will depend upon actual prices received through the equipment tender process. The Toronto Police Service has committed to providing stepped-up police enforcement at six sites. The proposed 46 sites for the City of Toronto are listed in Appendix A.

In Toronto, the total number of collisions normally associated with red light running (right-angle, left-turn, pedestrian and cyclist types) were reviewed for each signalized intersection for the three year period from January 1, 1994 to December 31, 1996. The collision reports for the top 100 intersections were examined and collision totals were provided for each intersection approach to provide a list of approximately 400 high-risk approaches. Approaches from the ten intersections with the highest collision frequency in 1997 (all collision types) were also included. From the total list, 46 approaches with the highest number of relevant collisions were selected. In order to maximize the impact of red light cameras on the behaviour of road users throughout the City of Toronto, the list of high-risk approaches was reviewed to confirm that there was relatively even distribution throughout the City. From the list of 46 locations, one intersection per community council area was selected for stepped-up police enforcement.

Community Safety Zones are designated areas within municipalities where the fines for moving violations including red light running are increased. The City of Toronto and other Ontario municipalities are currently evaluating the benefits of Community Safety Zones. In order to maintain as much independence as possible between the two evaluation studies (red light cameras and Community Safety Zones), intersection approaches within Community Safety Zones were not selected for red light cameras.

Intersection approaches with streetcar tracks were not selected because most red light camera systems require vehicle detectors that are installed in the pavement. The streetcar rails make installation impractical and the radio frequency signals transmitted from the streetcar track switching equipment may interfere with the calculations performed by the red light camera system. Similarly, locations undergoing major road construction were not selected because construction activity prevents the installation of vehicle detectors, and makes the installation and operation of other associated red light camera system equipment impractical.

(2)Evaluation Study:

The objective of the project evaluation is to conduct a before and after study to assess the combined effect of two red light running countermeasures for intersections with a high incidence of red light running related collisions namely: red light camera systems and stepped-up police enforcement.

Working Group 1, with the assistance of the Ministry of Transportation, has hired a consultant to conduct the study. The consultant will study approximately 50 sites in total. Study locations will be comprised of approximately equal numbers of red light camera sites, stepped-up enforcement sites, and control sites receiving routine police enforcement. Sites will be matched on the basis of collision frequencies, traffic volumes and approach geometrics. Study locations receiving increased enforcement will be selected from the 74 red light camera sites and 30 stepped-up police enforcement sites. In order to accurately measure the combined effect of the pilot project at the treated sites and to minimize the potential spillover effect of the increased enforcement at the control sites, it was decided to select control sites that are sufficiently distant from the treated sites. Municipalities that are not directly participating in the pilot project have been contacted and arrangements are being made with them to select control sites and collect data from intersections in their jurisdiction.

Data to be collected at all study sites will include collision frequencies, traffic volumes and red light violations. Data relevant to other violations will be collected at the stepped-up police enforcement sites. Annual totals of red light running convictions within the court districts of the participating municipalities will be also be obtained. An interim report with twelve months of after data and a final report with the results for the entire two-year after period will be prepared. The final report will include a cost accounting for each treatment and for the program as a whole.

(3)Stepped-Up Police Enforcement:

Working Group 1, in consultation with participating police services, prepared a stepped-up police enforcement strategy. The objective of the strategy is to provide an effective sustainable police presence with existing resources allowing police flexibility to schedule enforcement blitzes. Stepped-up police enforcement will occur at 30 sites in total. Police services for Hamilton-Wentworth, Ottawa-Carleton, Peel and Toronto will be responsible for six sites each while police services for Halton and Waterloo will be responsible for three sites each.

Each site will receive two blitzes, one per year, during the course of the two-year pilot project. The project will have three four-week blitz periods per year, or six in total. The four-week periods will be selected within each of the two-month periods of March/April, July/August, and October/November. Therefore, the first blitz will occur in the spring of 2000 and the final blitz will occur in the fall of 2001.

An individual blitz will consist of 20 hours of enforcement in total. Enforcement will occur on 10 separate days, two hours per day, either during the morning or afternoon peak period. The 10 days of enforcement will be selected at random within the four-week periods.

(4)Public Awareness Program:

A public awareness program will be prepared for this project prior to the operation of red light cameras. A campaign guide is being developed by the Ministry of Transportation that will assist municipalities in addressing the problem of red light running. The proposed how-to guide will contain information on planning and implementing a community-based public education and enforcement program that targets red light runners and intersection safety. The guide will include artwork for posters, print inserts and flyers, sample radio public service announcements, and information on traffic signs and signals. It will be distributed to municipalities, community traffic safety groups and police.

In order to satisfy concerns expressed by the Office of the Information and Privacy Commissioner, signs will be posted to advise drivers of the presence of the red light cameras. Two options are currently being considered. One option is to post signs advising motorists in advance of each intersection approach with red light cameras. The other option is to post signs at the City's borders advising motorists that City intersections are photo enforced. This issue will be resolved at a later date.

(5)Equipment Installation and Operation:

In January 1999, the City of Toronto requested contractors experienced in the supply and installation of red light camera systems to submit an application to become a pre-qualified contractor for this project. As a result, the following five firms were pre-qualified to submit tenders: EDS of Canada Ltd. and Redflex Traffic Systems Pty. Ltd., Guild Electric Limited, Lockheed Martin IMS Canada Inc., Stacey Electric Company Limited, and Tellis Traffic Inc.

On July 28, 1999, a public tender for the supply, installation, operation and maintenance of red light camera systems for all participating municipalities was released to the five pre-qualified contractors. The scope of the tender includes the supply, installation, operation and maintenance of the red light camera units, prepared sites (poles, enclosures, flash units, and wiring), image processing hardware and software stations, and printers. The operation and maintenance activities include the supply, loading and unloading, development and delivery of photographic film, as well as the rotation and maintenance of the camera units. The tender includes provisions for additional cameras and sites, extended operation and maintenance beyond the two-year period, and the sale of equipment at the end of the project, if required. Municipalities are responsible for the field preparation of the camera sites, which will include the installation of the pole bases, wiring and power supply to the pole bases and the installation of the vehicle detectors in accordance with the successful bidder's specifications.

Although a common tender for all municipalities was issued, each municipality will be required to sign a separate contract with the successful bidder covering insurance, bonding and payment issues. Each municipality has assigned a Project Manager who will be responsible for site supervision, acceptance testing, operating and maintenance issues within their respective jurisdiction.

(6)Regulations:

There are a number of regulations required for the introduction of red light cameras including amendments under the Highway Traffic Act and the Provincial Offences Act.

On April 30, 1999, the Red Light Camera System Evidence regulation made under the Highway Traffic Act was filed with the registrar of regulations. This regulation sets out the requirements around the photographs and the service of the Offence Notice. The regulation appeared in the Ontario Gazette on May 15, 1999. On June 21, 1999, the Ministry of the Attorney General presented the "Rules to Implement Red Light Cameras Pilot Project Act, 1998" to the Provincial Offences Act Rules Subcommittee.

Regulations dealing with the Certificate of Offence, Offence Notice and the designation of municipalities have yet to be made and will occur over the next few months.

(7)Processing of Charges and the Municipal Processing Centre:

Working Group 3, with the assistance of the Ministry of the Attorney General, defined the process for the laying and processing of charges using photographic evidence obtained from red light cameras in Ontario. The main sub-components of the process include: matching photo and plate information, laying of charges by a Provincial Offences Officer, defendant response options, requesting trial, operation of first attendance facility, trials, defendant appeals and re-openings.

A municipal processing centre is required to perform several functions within this process, primarily: matching photo and plate information, laying of charges, assisting the Prosecutor in preparing the photographic evidence for first attendance and trial. The provincial court system is currently responsible for the remaining functions. Processing centre staff will receive developed rolls of film from the equipment contractor, images from the film will be digitized and retrieved with the aid of a computer program. A Provincial Offences Officer will view the digital images, and determine if an offence has occurred. If an offence has occurred, the licence plate number will be read from the digital image and entered on a form to request uncertified plate registration information from the Ministry of Transportation. Once the plate registration information is obtained, the Offence Notice Form is completed and mailed to the owner of the vehicle. If a defendant contests the charge and requests a trial, the municipal processing centre is required to assist the Prosecutor by providing the original photographs and certified plate registration information.

In order to ensure a consistent approach to the processing of red light camera violations, the Project Steering Committee opted for a centralized processing centre operated by municipal staff. Furthermore, due to the number of camera sites proposed for Toronto and the central location of Toronto relative to the participating municipalities, it was decided that the City of Toronto, Transportation Services would staff and operate the processing centre for all municipalities. The location of the processing centre will be the Corporate Computer and Communication Centre at 703 Don Mills Road. Agreements will be negotiated with the other participating municipalities to recover the applicable operating costs for the processing centre. Details regarding the staffing, office space and equipment requirements will need to be established, however, preliminary estimates suggest that the minimum staffing requirements for the centre will be one Supervisor, one Provincial Offences Officer and three Data Entry Clerks.

(8)Financial Aspects:

All costs associated with the Red Light Enforcement Pilot Project will be borne by the participating municipalities. Provincial costs include providing project facilitation and legal services, conducting the evaluation study as well as developing and supporting systems to provide motor vehicle plate registration information. Provincial costs will be recovered through a transaction fee each time municipalities request motor vehicle plate registration information.

With respect to the City of Toronto, Council has directed that funding for the installation of red light cameras be provided from the 1999 Transportation Capital Budget, and the debt charge be offset from the revenue generated by tickets produced by the red light camera system. In addition, Council directed that extraordinary police costs be reimbursed from the revenue generated by tickets issued as part of the project.

The set fine for running a red light is $155.00 plus a $30.00 victim fine surcharge. Currently, all revenues from moving violations, including red light running, flow to the Province as stipulated in the Provincial Offences Act (POA). The Province has indicated that municipalities will be able to access these revenues, not including the victim fine surcharge, once municipalities have assumed responsibility for Courts Administration and Court Support Services for offences under Parts I and III of the POA and for prosecutions of offences under Part I of the POA. Bill 108, the Streamlining of Administration of Provincial Offences Act, 1998, provides the framework for this transfer of responsibilities. It is our understanding that the City of Toronto is currently considering the POA transfer, however, if it proceeds, it will not take place until April 2000 at the earliest.

Given the potential delay in offsetting the debt charge for this project, the Chief Financial Officer and Treasurer has requested the Ontario Minister of Finance to make the revenues generated from Offence Notices issued through the Red Light Enforcement Pilot Project available to municipalities prior to the completion of the POA transfer process.

In April 1999, the Province of Ontario and the Insurance Bureau of Canada (IBC) announced the Road Safety Value Partnership (RSVP) program. Through this program, both the Province and the IBC will contribute a matching dollar amount to a police service wishing to dedicate a component of its budget to the program. The funds are intended for traditional police enforcement activities and may not be used for the purchase and installation of red light cameras. The funds may be used by police services, if desired, to offset costs associated with the stepped-up police enforcement activities for the Red Light Enforcement Pilot Project.

(9)Provincial/Municipal Operational Agreements:

In order to become designated as a Red Light Enforcement Pilot area in the regulation, participating municipalities must sign an operational agreement with the Ministry of Transportation. A draft copy of the Table of Contents for the proposed operational agreement is included in Appendix B. Staff will also be submitting a recommendation to the Works Committee at its meeting on September 8, 1999, seeking approval for the Commissioner of Works and Emergency Services to enter into this agreement with the Ministry of Transportation.

Operational agreements will clarify the responsibilities of all parties to ensure that the red light offenders are successfully prosecuted and that the two enforcement strategies are properly evaluated. Agreement provisions will include requirements for provincial cost recovery, compliance with the applicable laws, stepped-up police enforcement blitzes, data collection and submission associated with the evaluation study, intersection selection criteria, minimum specifications for the camera equipment, business processes to be followed by all parities, termination of contracts and surviving obligations. A common format will be used for all municipal agreements with the Ministry of Transportation.

(10)Schedule:

The following table provides a tentative schedule of the major activities within the Red Light Enforcement Pilot Project:

Date	Activity
July 28, 1999	Equipment tender released to pre-qualified contractors.
August 25, 1999	Closing date for tender.
September 1, 1999	Start of evaluation study's "before" data collection period.
September 8, 1999	Recommendation to award equipment contract considered by Toronto Works Committee. Recommendation to enter into an operational agreement with Ministry of Transportation considered by Toronto Works Committee.
Mid-September, 1999	Prepare Offence Notice and Certificate of Offence.
September 28, 1999	Recommendation to award equipment contract considered by Toronto Council. Recommendation to enter into an operational agreement with Ministry of Transportation considered by Toronto Council. Award of equipment contract to successful bidder.
Early-October, 1999	Sign operational agreement with the Ministry of Transportation.
Mid-November, 1999	First camera site installed and tested. Request Province to proclaim Bill 102 for Mid-December. Present HTA and POA regulations to Provincial Regulations and Legislation Committee.
Early-December, 1999	End of evaluation study's "before" data collection period. Details regarding Processing Centre staffing, office space and equipment requirements are finalized.
Mid-December 1999	Sufficient camera sites installed and tested to begin operation. Two-year pilot project begins.
January 2000	Start of evaluation study's "after" data collection period.
February 2000	Last of Toronto's 40 camera sites installed.
March/April 2000	First stepped-up police enforcement blitz.
July/August 2000	Second stepped-up police enforcement blitz.
October/November 2000	Third stepped-up police enforcement blitz.
March/April 2001	Fourth stepped-up police enforcement blitz.
July/August 2001	Fifth stepped-up police enforcement blitz.
Summer 2001	Evaluation study's interim report.
October/November 2001	Sixth stepped-up police enforcement blitz.
December 2001	Pilot project ends. End of evaluation study's "after" data collection period.
May 2002	Evaluation study's final report.

Conclusions:

The Red Light Enforcement Pilot Project represents an opportunity to introduce a major traffic safety initiative at no cost to taxpayers and is on schedule to begin by December 1999. A report containing a recommendation on the award of the contract for the supply, installation, operation and maintenance of red light camera systems will be submitted to the Works Committee on September 8, 1999.

Contact Name:

Les Kelman, P.Eng.

Director, Transportation Systems

Tel: (416) 392-5372; Fax: (416) 397-5011

insert location plan

APPENDIX A

City of Toronto, Red Light Enforcement Pilot Project

Red Light Camera Sites *

Intersection (Approach)	Ward	Intersection (Approach)	Ward
Allen Rd. at Sheppard Ave. E., (NB) Avenue Rd. at Davenport Rd. (SB) Carlaw Ave. at Queen St. E. (SB) Dixon Rd. at Islington Ave. (WB) Dixon Rd. at Martingrove Rd. (WB) Don Mills Rd. at Finch Ave. E. (NB) Duffer St. at Bloor St. W. (SB) Dufferin St. at Dupont St. (NB) Dufferin St. at Finch Ave. W. (NB) Dufferin St. at Rogers Rd. (SB) Eglinton Ave. E. at Don Mills Rd. (WB) Eglinton Ave. E. at Pharmacy Ave. (WB) Eglinton Ave. W. at Dufferin St. (WB) Eglinton Ave. W. at Martingrove Rd. (EB) Ellesmere Rd at Brimley Rd. (EB) Finch Ave. W. at Jane St. (EB) Finch Ave. W. at Kipling Ave. (EB) Finch Ave. W. at Weston Rd. (WB) Huntingwood Dr. at McCowan Rd. (EB) Kingston Rd. at Morningside Ave. (WB)	8 23 25 3 3, 5 12 20, 21 21 8 21, 28 11 13,14 28 4 15 7 5 6 18 16	Lake Shore Blvd. W. at Jameson Ave. (WB) Lawrence Ave. E. at Markham Rd. (WB) Lawrence Ave. E. at Warden Ave. (EB) Lawrence Ave. W. at Weston Rd. (WB) Markham Rd. at Ellesmere Rd. (SB) Royal York Rd. at The Queensway (SB) Signet Dr. at Finch Ave. W. (SB) St. Clair Ave. E. at Victoria Park Ave. (WB) Steeles Ave. E. at Warden Ave. (EB) Steeles Ave. W. at Dufferin St. (EB) Victoria Park Ave at Lawrence Ave. E. (NB) Woodbine Ave. at Kingston Rd. (NB) Yonge St. at Bishop Ave./Hendon Ave.(SB) Yonge St. at Eglinton Ave. (NB) Yonge St. at Finch Ave. (NB) Yonge St. at Richmond St. (NB) Yonge St. at Steeles Ave (SB) Yonge St. at Wellesley St. (NB) Yonge St. at York Mills Rd. (NB) York St at Lake Shore Blvd. W. (NB)	19 15, 16 14 27 15 2 6 1,13 17 8 11,14 26 10 22 10 24 10 24 9 24

 * subject to confirmation by selected contractor

Stepped -Up Police Enforcement Sites

APPENDIX B

PROVINCIAL / MUNICIPAL

RED LIGHT ENFORCEMENT PILOT PROJECT OPERATIONAL AGREEMENT

TABLE OF CONTENTS Page

1.0 Definition of Terms

2.1Obligations of the Ministry

2.1.1Development of Study Design

2.1.2Hiring the Project Consultant

2.1.3Business/Court Processes Documentation

2.1.4Access to Information Products

2.2Obligations of the Municipal Organization

2.2.1Compliance with Laws and Regulations

2.2.2Traditional Enforcement

2.2.3Data Collection and Participation in the Pilot Evaluation Process2.2.4Use of Sub-Contractors in the Operation of Municipal Red Light Enforcement Pilot Project

2.2.5 Signing at Red Light Camera Intersections

3.0 Grant of Licence

3.1Grant

3.2Title

3.3Authorized Use

3.4Data Matching and Data Profiling

3.5Individuals Not To Be Contacted

3.6Document Destruction

3.7Survival

4.0Terms

4.1Terms and Termination

4.2Early Termination

4.3Surviving Obligations of the Municipal Organization

4.4Surviving Obligations of the Ministry

4.5Conflict With Privacy Laws

5.0Transmission of Information Products

6.0Fees and Charges

6.1Payment of Amounts

6.2Method and Timing of Payment

6.3First Payment

6.4Payment Information

7.0Transaction Logs

8.0Information Integrity, Security and Audit

8.1Year 2000 Readiness

8.2Virus Protection

8.3Security

8.4Audit

9.0Default

9.1 Default

9.2Events of Default

10.0Certification of Records

10.1Certification by Registrar

10.2Transmission of Certified Information Products

11. 0 General

11.1Independent Contractor

11.2Indemnity

11.3Limitation of Liability

11.4Force Majeure

11.5Advertising

11.6Enforceability

11.7Evidence

11.8Non-Assignability

11.9Notification of Breach

11.10Objection Procedure

11.11Notices

11.12Waiver of Provisions

11.13Entire Agreement

11.14Survival of Provisions

11.15Jurisdiction of Contract

11.16Conflict Between Red Light Enforcement Project Agreement and Law

11.17Severability of Clauses

11.18Interpretation

11.19Time of Essence

11.20Enurement

Schedules

"A"Recommended and Mandatory Business/Court Processes and Documentation

"B"Approved Conventional Roadside Police Enforcement Program of the Municipal Organization

"C"Approved Red Light Technology Plan of the Municipal Organization

"D"Approved Pilot Program of the Municipal Organization

"E"Information Product Protocol

"F"Employer/Employee/Agent Security Statements

NOTE:The headings used in this Table of Contents are not considered part of the Agreement and are solely for convenience.

The Works Committee also submits the following communication (August 6, 1999) from Councillor Norman Gardner, Chairman, Toronto Police Services Board:

Recommendations:

It is recommended that:

(1)the Community Services Committee approve the Toronto Police Service's application for a grant to finance traffic enforcement programs;

(2)the Community Services Committee forward this report to the next meeting of Toronto City Council for approval; and

(3)subject to the approval of Recommendation No. (2), the Mayor, City of Toronto, be authorized to co-sign the Toronto Police Service application on behalf of Toronto City Council.

Council Reference/Background History:

At its meeting on July 22, 1999, the Toronto Police Services Board was in receipt of the following report June 30, 1999 from David J. Boothby, Chief of Police:

"Subject:Toronto Police Service Application to the Roadsafety Value Partnership (R.S.V.P.) Fund for a Grant to Finance Traffic Enforcement Programs

Recommendations:

That the Board:

(1)approve the TPS application to participate in the R.S.V.P. program;

(2)authorize the Chairman to sign any legal agreement that may be required on behalf of the Board based upon the advice of the City Solicitor; and

(3)forward this report to the City of Toronto Council for approval.

Background:

The Road Safety Value Partnership (R.S.V.P.) fund is intended to promote local road safety initiatives throughout Ontario. The Ontario Auto Insurers Coalition and the Ministry of Transportation have each contributed $1 million to the fund. Through R.S.V.P., municipalities are encouraged to apply for program funds to offset the cost of police traffic enforcement programs.

Municipalities are required to pay for one-third of the cost of these programs and the R.S.V.P. fund will cover the remaining two-thirds. Municipalities may apply for funds up to a maximum allocation permitted based on the number of sworn officers within their jurisdiction. In accordance with the program objectives, police officers will conduct high visibility traffic enforcement initiatives on an overtime basis.

Given the program allocation criteria, the Toronto Police Service qualifies for a maximum grant of $90,000.00. The maximum Service contribution is $45,000.00, for a potential $135,000.00 commitment to this program. A sum of $135,000.00 would fund approximately 3340 hours of overtime based on an average hourly cost of $40.42 (please refer to section D of the attached application). Funding for this program will be re-allocated within the existing Police Services Operating Budget.

The Toronto Police Service will be required to:

-complete an application form, including a description of front line operational activities to be undertaken by officers using the funds from this grant;

-demonstrate matched funding for one-third of the cost; and

-complete reporting requirements (one interim report, one final report) and complete evaluation data.

The Ontario Safety League is administering the program. Proposals will be reviewed by a Funding Review Committee comprised of representatives from the Ministry of Transportation, Ministry of the Solicitor General, Office of the Minister Responsible for Privatization and government lead on Automobile Insurance, the Insurance Bureau of Canada and the Ontario Safety League.

If the application is successful, the Ministry of Transportation and the Insurance Bureau of Canada will enter into a contractual agreement with the Toronto Police Services Board. Standard government procedures regarding grants will be followed and the contract will outline:

-the purposes for which the grant will be used;

-the biannual submission of a report; and

-the payment schedule.

Funds will only be paid after a contract/Memorandum of Understanding is signed between the Police Services Board, the Ministry of Transportation and the Insurance Bureau of Canada. Funds will be paid in arrears, after completion of the enforcement initiatives through submission of the interim and final reports.

The Service welcomes the opportunity to increase the level of traffic enforcement on our city's roadways. A recent survey conducted by the Traffic Services Unit confirms the frustration felt by motorists and pedestrians alike at the apparent decline in safe driving behaviour on Toronto's streets and expressways. Police officers in Toronto are dedicated to traffic safety and are also frustrated by aggressive and poor driving behaviour. The R.S.V.P. grant will provide our officers the means to address the concerns of our community and implement new initiatives, which are not possible with the existing constraints on the Service's resources.

The Service divides its traffic law enforcement responsibilities primarily between the Traffic Services Highway Patrol and local divisional Traffic Response Units. The mandate of the Highway Patrol involves patrol and enforcement on Toronto's expressways, namely The Fred Gardiner Expressway, the Don Valley Parkway, Highways 27 and 2A and the William R. Allen Road. Accordingly, the Highway Patrol Unit would utilize its portion of the R.S.V.P. grant for enforcement on these roadways. The emphasis of this enforcement would be on aggressive driving behaviour, which includes offences such as speeding, following too closely, and abrupt lane changes. The grant funding will also provide for additional commercial vehicle inspections and enforcement as part of the Highway Patrol's ongoing commitment to closely monitor the safety of commercial vehicles travelling on Toronto's highways.

The mandate of divisional Traffic Response Units involves patrol and enforcement on Toronto's arterial and residential roads. Each of Toronto's 17 police divisions operates such a unit to address localised traffic concerns. Traffic concerns are identified by divisional managers in response to frequency of collisions and complaints generated by the community. Local enforcement initiatives will again focus on aggressive driving behaviours but will also devote equal consideration to intersection related offences such as failing to stop for signals and failing to yield to pedestrians.

The Traffic Services Traffic Enforcement Unit is a motorcycle based unit whose function includes addressing quality of life concerns throughout the city by utilizing locally concentrated, high visibility target policing. This unit responds to requests from local divisions when enhanced traffic enforcement is required. This unit will be in a position to augment its activities as a result of the additional funding. Preliminary discussions between the Traffic Enforcement Unit, local divisions and bordering police services have taken place concerning joint enforcement 'blitzes' which concentrate resources in a given area thereby creating maximum public awareness for the initiative.

The City of Toronto has recently experienced a disproportionate number of senior citizen involved pedestrian collisions, and as a result; special emphasis will be placed on addressing pedestrian safety. Planning and project co-ordinators at the Traffic Services Unit have been working in conjunction with the Sunnybrook Health Sciences Centre and the Toronto Pedestrian Committee, a sub-committee of the Toronto City Council, to identify means to address this serious concern. Much has been done to create awareness, but the availability of additional funds will facilitate specific enforcement initiatives in this area.

The Traffic Services Unit will organize a media event involving as many stakeholders, both police and public, as can be identified, to announce the launch of the program. Further, additional media events announcing local divisional or joint service initiatives are also anticipated. Traffic Services will be instrumental in facilitating such events. Finally, Traffic Services has recently produced 12,000 information pamphlets, which address the issue of aggressive driving on our roadways. These pamphlets will be featured in the media events and will be issued to all police divisions for distribution to the public.

Please note that the R.S.V.P. fund is not tied to the Red Light Enforcement Pilot Project (red light cameras). The two programs will exist independently of each other.

The R.S.V.P. fund represents an excellent opportunity for the Service to augment its traffic enforcement initiatives, thereby addressing the concerns of our community by providing a safer environment for all road users in Toronto. I would ask that the Board approve the application to this program.

Superintendent Gary Grant, Unit Commander of Traffic Services and Sergeant Craig Young, Traffic Services programs co-ordinator will be present at the Board meeting to respond to any questions."

Conclusions:

The Board approved the foregoing.

Contact Names and Telephone Numbers:

Superintendent Gary Grant, Traffic Services, telephone no. 808-1914, and Sergeant Craig Young, Traffic Services, telephone no. 808-1926.

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The Works Committee reports, for the information of Council, having also had before it during consideration of the foregoing matter the following communications:

(i)(June 16, 1999) from Councillor Norman Gardner, Chairman, Toronto Police Services Board, forwarding a communication (April 15, 1999) from the Minister of Transportation regarding red light camera technology which was before the Toronto Police Services Board at its meeting on May 20, 1999; and advising that the Board received the above-noted correspondence and requested that copy be forwarded to the City of Toronto Planning and Transportation Committee for information.

(ii)(September 7, 1999) from Ms. Rhona Swarbrick, Co-Chair, Toronto Pedestrian Committee, confirming the Toronto Pedestrian Committee's continued support for a red light enforcement pilot project, and questioning whether the cameras capture illegal right turns on red lights.

Mr. Les Kelman, Director, Transportation Services, Works and Emergency Services, gave a presentation to the Committee in connection with the foregoing matter, and submitted a copy of his presentation.

Ms. Rhona Swarbrick, Co-Chair, Toronto Pedestrian Committee, appeared before the Works Committee in connection with the foregoing matter.

(A copy of the attachments referred to in the foregoing communication dated August 6, 1999, from the Toronto Police Services Board has been forwarded to all Members of Council with the agenda for the Works Committee meeting of September 8, 1999, and a copy thereof is on file in the office of the City Clerk.)