Finding transformative justice safety solutions presents some of the same challenges as finding any solution: finding things that might work where you are and evaluating if what you tried works. Evaluating what works also presents one basic challenge if your initiative is one of many things being tried. If nothing changes, you know everything failed, including your initiative. However, if things get better it’s sometimes hard to know how much of the improvement, if any, is due to your thing. Another challenge is that knowing if “things got better” regarding safety requires measuring changes in peoples’ actual, and perceived, safety.
My next few blog posts will explore these challenges regarding safety issues in Ottawa, starting with public transit safety.
Since August 2024, there have been several incidents on Ottawa’s O-Train commuter system that have raised safety concerns:
- August 2024 – Ottawa Police sought a suspect for an assault that occurred on August 27, 2024, on a train. At approximately 3:00 pm, the victim was walking toward a seat on the train, when the suspect pushed past and struck them. An altercation ensued and the suspect exited the train and fled the area on foot. The victim sustained minor injuries.
- September 2024 – A 26-year-old man was charged by the Ottawa police hate and bias crime unit for allegedly assaulting four people in separate incidents on OC Transpo buses and trains, while uttering “hate-filled” comments, leaving all four victims seriously injured.
- November 2024 – Two men were sentenced to prison in December 2025 for a “venomous” and “hate-filled” attack on a 28-year-old Black man at Ottawa’s Hurdman Station on November 16, 2024. The attackers used racial slurs, a knife, and a dog during the attack, which was found to be motivated by anti-Black hate.
- April 2025 – Ottawa police charged five youths following an alleged swarming of a lone woman at the Rideau O-Train station platform on April 25, 2025.
These attacks happened despite Ottawa’s transit service, OC Transpo, having several safety measures in place, including:
- Special Constables, who are sworn peace officers with powers similar to police;
- System-wide monitoring and dispatch including security camera operators monitoring vehicles and stations and call-takers and dispatchers coordinating responses;
- The Transecure program which aims to make all transit staff part of the safety network with bus operators and other employees trained to handle medical emergencies, suspicious activity, fires, accidents, and threats; and
- Environmental and operational measures, including well-lit “Night Stop” areas at stations after 9 p.m., the “Safe Stop” program allowing riders to request to get off closer to home at night, emergency phones placed throughout stations and visible patrols to increase perceived safety.
So what could Ottawa do to make public transit safer? Several Canadian cities have taken non-police measures that could provide guidance.
1. Toronto Transit Commission – Community safety ambassadors, outreach workers, crisis teams, and station staff
Toronto adopted a “community safety and well-being” model that integrates social services and non-enforcement staff into the transit system.
Key non-police components:
- Community safety ambassadors and additional TTC staff in stations
- Mental-health crisis teams (Toronto Community Crisis Service)
- Streets to Homes outreach workers for people experiencing homelessness
- Multi-disciplinary outreach teams (LOFT)
- De-escalation training for frontline transit staff
- Public awareness campaigns and safety communication
Reported impact:
- Offences against customers down 28% since Dec. 2022
- Offences against employees down 38% since Jan. 2023
- Safety complaints down 56%
- Rider perception of safety increased from 57% to 64%
2. Saskatoon Transit – Public awareness campaign targeting assaults
Saskatoon implemented a public awareness campaign focused on respect for transit workers as part of a broader safety plan.
Key non-police elements:
- Campaign featuring real transit operators sharing experiences
- Ads and videos promoting respect for drivers and workers
- Collaboration with the transit union to change rider behaviour
Results:
- Operator assaults dropped from 9 in the first half of 2024 to 0 in the second half.
- Rider confidence and employee perceptions of safety increased.
3. Calgary Transit – Ambassadors, lighting, and social-service partnerships
Calgary has implemented a transit ambassador program and environmental design improvements.
Key non-police elements:
- Transit ambassadors who help riders and report issues
- Improved lighting and station visibility
- Expanded cleaning and maintenance
- Partnerships with community outreach teams and shelters
- Support for people sheltering in stations during extreme weather
City of Calgary surveys showed improved rider perceptions of safety, May-November 2023, with:
- Daytime CTrain safety perception rising from 67% to 72%;
- Feeling safe waiting at stations (day) rising from 64% to 70%; and
- Night-time safety perception also improving (riding: 33% to 39%; waiting: 27% to 34%)
Calgary also reported that social disorder incidents on the city’s CTrains like fights, insults, open drug use and overdoses were down between Oct. 1, 2023 and Dec. 15, 2023, numbering 3,450 incidents, compared with 4,146 in the same period in 2022.
4. Edmonton Transit Service – Bystander intervention and anti-harassment campaigns
Edmonton implemented a Safe City campaign focused on reducing harassment and gender-based violence.
Key non-police elements:
- Gender-based safety planning (GBA+) including gender-based violence bystander-awareness education campaigns
- Collaboration with community groups and Indigenous organizations
Ottawa doesn’t currently use transit ambassadors or have a 24/7 mental health crisis response system that covers the entire city (like Toronto’s Community Crisis Service).
Toronto’s Streets to Homes program is a single, city-operated 24/7 street outreach program that directly connects people to housing and follow-up supports and is highly centralized and integrated. Ottawa has outreach teams doing very similar work but the system is decentralized, delivered by multiple agencies funded by the city.
Toronto has Multidisciplinary Outreach Teams (M-DOTs), focused on health, housing and outreach providing a continuous street presence and long-term engagement with highly vulnerable people, operated by LOFT Community Services. Ottawa provides similar services to the M-DOT teams but lacks a single, unified, multidisciplinary street outreach team operating at scale. Instead, Ottawa services are spread across various services including crisis teams (Ottawa Hospital Mobile Crisis Team (MCT), Alternate Neighbourhood Crisis Response (ANCHOR), clinical outreach (Royal Ottawa Hospital) and housing/case management (Canadian Mental Health Association).
Saskatoon and Ottawa have done public awareness campaigns targeting staff safety. In 2023, Edmonton Transit Service launched its One Strong Voice Bystander Awareness Campaign aimed at reducing gender-based violence and harassment in transit and other public spaces. OC Transpo doesn’t currently have an awareness campaign specifically targeting violence against riders.
Given all this, could Ottawa’s transit system be made safer by implementing some, or all, of the following:
- Community safety ambassadors;
- A public awareness campaign targeting violence against riders;
- A city-wide, 24/7 mental health crisis response system; and/or
- A single, unified, multidisciplinary street outreach team operating at scale
What resources would be needed for the City to implement these and how would the City evaluate their effectiveness – and sustainability?
Community safety ambassadors
ChatGPT says it would cost Ottawa $3-5 million a year to implement a community safety ambassador program like Toronto’s with 40-60 ambassadors, covering the LRT + major bus hubs. That doesn’t sound like much and that’s partly because Toronto ambassadors are employed by West Egg Security that pays them $18/hr, barely above Ontario’s $17.60/hr minimum wage. That’s not transformative justice. That’s exploitation. Someone whose job duties include engaging with unhoused individuals and connect them with support resources, offering trauma-informed de-escalation support when clients are in distress, collecting and disposing of harm-reduction supplies and reporting suspicious observations and activities to security and the proper authorities, shouldn’t paid the same as someone working at Tim Horton’s. Properly compensated ambassadors could be part of the solution.
City-wide, 24/7 mental health crisis response system
ChatGTP said it would cost Ottawa $9-15 million dollars a year to expand its current mental health crisis response program, ANCHOR, to make it 24/7 city-wide. The Ottawa police are currently asking the Ottawa Police Service Board to approve the police spending $30 million dollars to equip all OPS officers with body-worn cameras (BWCs). And the Board will no doubt approve the purchase despite the OPS providing no valid evidence that BWCs will improve police accountability as the OPS claims. Given there’s ample evidence that a 24/7, city-wide mental health crisis response system improves safety for all, Ottawa city council could use the $30 million to expand ANCHOR to a 24/7, city-wide program for two years instead of on body cameras.
A public awareness campaign targeting violence against riders
This would be the easiest to implement by simply adding a focus on riders to OC Transpo’s existing campaign targeting violence against employees.
A single, unified, multidisciplinary street outreach team operating at scale
As Ottawa’s street outreach services are spread across various services, the City could convene members of those services to explore modeling Toronto’s single, unified, multidisciplinary street outreach team operating at scale and run by a single agency (LOFT Community Services in Toronto).
Evaluation
The City will have to evaluate the impact of any initiatives on actual and perceived safety. Actual safety can be measured by reductions in offences against riders and employees and reductions in safety complaints. Changes in rider perception of safety can be measured via surveys. The results must be disaggregated (i.e. women, racialized people, 2SLGBTQ+, people with disabilities, etc.)
To address the evaluation challenges outlined at the beginning on this post, Ottawa can consider:
- Randomized controlled trials – For example, implementing an initiative in some transit stations but not others (yet) then comparing outcomes between “treated” and “control” groups;
- Staggered rollout (phased implementation) – Instead of launching everything everywhere at once, the city would introduce initiatives at different times or places; and/or
- Factorial design (when testing multiple initiatives) – If the city is launching several initiatives, they can combine them systematically: Group 1: A only; Group 2: B only; Group 3: A + B; Group 4: neither (control). This helps estimate individual effects (of A or B separately), and interaction effects (of A+B together).
If City’s are designing a bundle of initiatives (like transit safety measures), the biggest mistake is launching everything at once citywide. Instead, they should phase where and when they rollout, keep some areas unchanged to use as comparative baselines (even if temporary), track granular data (location, time, intensity) and predefine what success looks like for each initiative.
Even modest design choices here can make a huge difference in what cities can prove later.
One thing I hope this post demonstrates is that transformative justice community safety initiatives are harder to implement than carceral ones because, unlike the carceral ones, TJ solutions must be evidence-based and rigorously evaluated.