That goal. Also used very traditional enforcement included many directed Operations Supervisor mandelman mentioned and these directives enforcement operations are planned and target specific issues. Much of this directed operation come as a result of community feedback, city Agency Feedback and examination of high injury corridors. The Traffic Company did 164 directed operations between january and june. 57 percent focus on the 5 efforts and 41 percent focused in high injury corridor locations. Ime rur sure most have seen this before but the map on the left is the Vision Zero High Injury Network as of 2017. The places where the most serious traffic related injuries and fatalities occurred in the city. The map on the right is heat map of the collision locations over a 8 year period and as you see, most of the injuries remain true to the High Injury Network corridors. So, this map shows the traffic fatality crash loations from last year including the mode of transportation of victims. Again, most of the fatalities occur in the High Injury Network corridors last year and pedestrians were the most prolificly effected. So, overall traffic citation numbers are declined tremendously over the last decade. In a later slide ill discus factors to the trend. Of this decline. But i will say however if there is any consilation here we are on target to outpace numbers in 2022 so going in the right direction but acknowledge we have a lot of work to do we issued 50 percent more citations the first 2 quarters in 2023 then 2022. That was [indiscernible] versus 1839 durs the same timeframe last year. Currently as of august, issued 3493 citations. I thij it is important to note the these citation counts are not inclusive of red light camera violations which add 8561 citations. Focus on the 5, issued 2109 citations as of august this year and also expected to outpace total from 2022. Just refresher, focus on the 5 include speeding, red light violations stop sign, failure to yield to pedestrian and failure to yield while making a left or uturn. In terms of enforcement in 2023, 60 percent of the citations were focus on the 5 violations. This percentage has gone up significantly since the 24 percent from 2014 and think we will outpace 2022 which saw the highest percentage ever at 62 percent. Traffic fatalities august 2023 we had 16. 12 fatalities were pedestrians, 4 vehicles and none on bicycles this year. We still have several months to go but down from last year at this point. We experienced 42 percent decrease in traffic fatalities during the first 2 quarters of 2023 then the same time period last year. That was 19 in 2022 in first 2 quarters versus 11 in 2023 in the first 2 quarters. This bar graph shows the number of injury collisions and fatalities. Experienced fewer injury collisions with prominent dip in 2020 due to covid and change in traffic. Traffic jaergz also remain lower then years past in 2021 and 2022 and this appears to be holding it true for 2023. We have not reached prepandemic levels which is a good thing. In termoffs transportation mode, year after year the most numerous groups injured in traffic crashes are drivers vehicles however pedestrians are the next most injured group typically and over the last decade consistently are the most numerous traffic relaitded deaths. Pedestrian safety is something we are focusing on in the upcoming months of enforcement particularly at the Traffic Company. Why is all this happening . There is some hope in the data points in terms of current state and progress, the Traffic Enforcement picture isnt great. Citations continued to decline year over year since 2014 and like to spend time discussing factors that effected traffic citation totalings over the last decade. These factors are by no means excuse and do not account for the gravity of it decline, however they had impact on enforcement. So, the first thing i like to discuss is staffing. Decline in staffing has absolutely impacted traffic citation totals. 606 officer short of the baseline of 2182. Patrol staffing declined 25 percent since 2016 yet calls for service remained steady averaging 441 thousand annually. Less officers less people available to handle calls for service. Which means offices are spend egmore time respondsing to calls. That has impact on proactive time or selfinitiated time which is that time that officer have available to do other type of work that are not generated by 911 calls. Traffic stops fall to this bucket of time. Less time yields less traffic stops as officers run from call to call with little to no time to spare. As you can see from the chart on this slide, as the number of sworn Members Department wide declined, so is the number of sworn officers in the Traffic Division. The number of sworn personnel peaked in 2014 at 77. Exceeded well over a hundred years prior to that. We have 31 less sworn officers in the Traffic Company for total of only 46 and of those 46, 22 ride motorcycle and perform Traffic Enforcement. The balance are functioning in supervisor capacity conduct traffic collision investigations, commercial vehicle investigation, stunt driving response, administrative duties or assigned to Traffic Company temporarily. The staffing decline is also directly impacted vision zero squads. Traffic company used to have significant presence with the dedicated squads but 2020 the vision zero squad was 2 sargegents 5 officers before disbanded due to staffing level. Because staffing decreases Traffic Division officers are tasked with myriad other supporting duties outside Traffic Enforcement. The Traffic Company handles demonstration events fatal and major injury collision escorts and high visibility presence as part of crime and violence reduction. Time is divide and less Time Available for Traffic Enforcement efforts. Another factor is expanded administrative work load. Traffic enforcements action is taking administrators requirements are in place that didnt exist in 2014. In order to comply with bill 953, the racial identity profiling act, Law Enforcement officers required to make data entries on all traffic stops under theofficers required to answer 16 questions some of which had multiple additional subcategories questions for every traffic stop they make. The department is transitioning to new system called bench mark that have little if any time saving benefits for the officers. Just to be clear the entries are not optional, they are required by the state and legislation. Body worn camera requires administrative time. Much have footage upload and tagged and information reviewed for accuracy. The additional workload for traffic stops increased the time required spent. The stop takes about 10 minutes, but if there is additional estimated 10 minutes spent on required administrative work in addition to stop itself that brings the total up to 20 to 25 minutes for every stop made. Additionally, we have the pandemic related changes that impacted traffic citations to some extent. The most obvious change was deprioritization of Traffic Enforcement to minimum covid contraction risk. There was a tremendous decrease in citations between 2019 and 2020 from 42. 971 to 13. 995. Post covid the traffic landscape also changed. Commuting to San Francisco declined with more people telecommuting to far greater extent then ever before and tourism also decreased and hopefully only temporarily. 20 percent less vehicles traveled south bound over the Golden Gate Bridge and that was 4 million less cars. Street flow also altered with introduction of slower speed limits, slow street strategies, signal timing changes and streetd design modifications. These are good things that crint positive to Traffic Safety however we dont understand the impact quite yet and these changes have to be studied over time. Finally, educational enforcement not captured. I mentioned previously. They do have a impact on traffic related behavior changes which is what we are striving to keep the streets safer. Enforcement involve traffic stops but not result in citations but advisement and warnings about unsafe behavior. I think if we dont include these moving forward, like not truly understanding the effort we are putting forth. Again in the first two quarters sfpd did 1600 plus traffic stops that result thin warnings and during the same period that complemented 2751 citations issued. All this to say is that, these factors play roles to varying extent in the decrease in traffic citations over the years. So, lets talk about strategy. What are we doing . We have strategies put in place to increase Traffic Safety efforts. Supervisor mandelman [indiscernible] used by the Traffic Company. These interest the planned operations target specific issues that we get information from either through our own examination through Community Members or city patners and these enforcement operations focus the mission as well as time spent on enforcement efforts as it relates to them. Traffic company itself did 256 directed operations from january to september and 59 percent of those were focus said oen the 5 efforts. The Traffic Division also oversees grant monies from California Office of Traffic Safety and works with district stations to provide them with funding for traffic related overtime to conduct directed operations in districts. These are operations targeted at safety issues. In addition to directed operations, i believe we need to enhance our Data Collection and Data Analysis. We need a better graph on statistics related to educational enforcement and regularly look how many traffic stops we do that result in advisement and warnings and at to the convirsation. Better understanding how the stats impact Traffic Safety and engage if behavior is changed at a result of the enforcement. Additionally, the department is ramping accountability. District station captains are brought in every 2 weeks to have specific discussions around their Traffic Enforcement efforts and Traffic Safety in their districts. Monitored challenges brought to light and plans to try to propel Traffic Safety efforts forward and i really believe this internal monitoring and account will be key. All this to say, there are multiple factors effecting trafing citation numbers we can do better. These factors do not explain decline in citations in entirety and working to truly understand what is contributing to it and make specific efforts to increase enforcement and make the streets safer. With that, i would be happy to answer questions. Thank you commander jones. I have two little with the slides. Slide 7 i think you were describing the larger percentage of focus on the 5 in citations and thats kind of good but depends on it denominator and denominator is still correct. Quite low. Little i understand and that is fair. The othernot misleading, but i think requires context which you gave which is the slide that shows decline in injuries following in the wake of the covid pandemic, not reaching prepandemic level but that is more explained by information elsewhere in your slides about the overall decline in traffic in the city. Yes. Okay. So, i want to tackle the staffing issue, the Administrative Burden issue and enforcement plan. So, on the staffing can you update us the extent i heard Different Things whetheri think the most recent class had 6 people in it. The most recent class that graduated had 6 people. There is a class that i believe started this week with 25 and think there is a additional i think 25 people in the academy now. The classes are larger. Are they anywhere near the 50 individuals we used to have a on regular basis . No. This isnt area of expertise, but if 25 in a people in a class and something less graduates from the class that is probably still not what we need for the departments growth plan they correct. Yes. The number of the people in the acaedomy will not outpace attrition, so at best probably we remain stagnant many yearwise the hope of growth later on. I can talk about this for like 4 hours if you wanted to. Dont think you want to today. Well continue this and should continue the conversation and staffing is a important conversation and supervisor dorsey is taking the lead on efforts to try to address that at the board of supervisors. In that context which was the last time there afs Traffic Company class and do you anticipate there will be . What we are trying to put proposal forth for internal and infant stages but thanks to leadership of captain shields, really if people cant be dedicated full time to Traffic Enforcement in the Traffic Company then we can train officers to be able to ride the motorcycles who would offset Traffic Enforcement in a back fill or overtime basis but there isnt a full class of Traffic Safety officers riding motorcycles in a few years. Okay. The hope you are internally proposing perhaps there could be a class that doesnt get full time Traffic Company but get people who can do Traffic Company work when there correct. You raise the issue of overtime. We are spending 10s millions of dollars on overtime. Are we spending overtime on Traffic Enforcement . Majority overtime is grant funded at this point. There is overtime related to if held over for traffic collision investigations, if required to work events in addition to normal duties on their day off, it would in that capacity, but i think to the level being spent on other things, no. Not close. The grants are how much are the grants . Not sure what the total amount is but there is a bucket of money that the Traffic Company oversees and basically works with district station chaptens but dont think the cup run ethover. Curious about that as we continue the conversation. And then just the last kind of i think what is going on with staffing is when the department is robustly staffed officers who are may not be in Traffic Company but doing proactive policing are doing some Traffic Enforcement. Yes. And then officers in Traffic Company are generally doing Traffic Enforcement. Yes. The staffing crunch means officer if they had more time to do Traffic Enforcement are not doing that and pulled way from doing Traffic Enforcement type of work to do other things that other responsibility of the department. Yes. You are hit both ways. We have less traffic officers therefore less officer frz Traffic Enforcement and because we have less people thin department those resources at the Traffic Company are being pulled in Different Directions to meet all the needs. Alright. On Administrative Burden and the tradeoff we have made without i think being aware we are making the tradeoff or the extent. Some have been made for us at the state level so if we want to think whether there is a way to get more officering out of our officers it might be a matter of advocating for changes in state law that would be state wide and that isnt something we can deal with in San Francisco. There are locally there are dgo and there are administrative requirements put on the department by the Police Commission i believe. Has the commission looked atare you aware those dgo may have added to the Administrative Burden . I dont think they looked at it in and of itself in the context of Administrative Burden. I think obviously when a policy is discussed they discuss in entirety, but i think all the different Administrative Burdens aggregate over time and i dont think that there is specific conversation being had to my knowledge about Administrative Burdens a it relates to each policy and that includes traffic policy. It seem s the efficiencyi appreciate the need for more officers, but we need to be trying to get as much efficiency consistent with policy goals and hope the commission is thinking about those tradeoffs and asking those questions. Thats for another day as well. So, i want to enforcement plan and dont think you are ready to give it to me. I think that we are going to be ready to give it to you. Leadership turned over pretty drastically in the last couple months, so now i have a solid team in place. I think we have two fold issue. We need enforcement plan as it relates to the department and what is under our purview dedicated to Traffic Enforcement. I do believe we can work out a v