We are concerned that there is no reference to road danger in Merton's draft crime and disorder audit.

Road danger is a problem in Merton as it is in other London boroughs. Much of this danger stems from dangerous and criminal driving. Recent DETR national government statistics show that:

• 72% of drivers break the 30mph speed limit in urban areas where most personal injury accidents and fatalities occur.
• Driving too fast causes 1,200 deaths and 100,000 injuries per year.
• Effect of car/pedestrian collision speeds:

Locally, there were 90 recorded personal injury accidents to pedal cyclists in 1997; 102 in 1996. We are aware of the borough's traffic calming programme to deal with accident hotspots, and welcome this approach. How much more effective though this would be if it were accompanied by greater enforcement of road traffic laws!

The government has set a target to double cycle use by 2002, and double it again by 2012. This is reflected in the London Cycling Strategy, and in the Merton Cycling Strategy. However, these targets will not be achieved until those considering taking up cycling perceive the roads to be safe.

The current crime and disorder audit exercise gives Merton a real chance to get road danger taken much more seriously by the police. Danger on the roads is a menace, and threatens people's safety and security no less than burglary and other serious crimes. Only when it is a police performance objective are we likely to see the police tackle this menace seriously.

Draft guidance on Statutory Crime & Disorder Partnerships' issued recently by the Home Office has far reaching implications for road policing in terms of dealing with 'crime' and 'disorder' occurring on the road. The guidance states that each strategy must be "firmly rooted in the issues which are of concern to local people" and goes on to state "So if your audit finds that - say speeding in residential areas is a serious matter of local concern, then it would be just as much in order for the strategy to focus on this issue as it would be for it to look at, for example, kerb crawling or bogus officials in the same area … Within reason, nothing is ruled out and nothing is ruled in". This guidance clearly states that the crime and disorder audits can, quite properly, allow road safety concerns to be addressed.

I am attaching a copy of a memo issued in July 98 from the assistant commissioner of the Metropolitan Police (in his capacity as Chairman of Traffic Committee) to all Chief Constables. His advice could not be clearer, and he is quoting from the Home Office guidance which I have referred to above.

I hope you will see how urgent this matter is, and furthermore, how easy it would be for you to address. Please do not hesitate to contact me for any further information.

I look forward to hearing form you soon.

Yours sincerely, Richard Evans, Merton Cycling Campaign

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Further to my recent letter to you both on this matter, I wish to append the following in support of the case I make to include road danger in the audit.

• In 1970, 80% of 9 to 11 year-olds made their own way to school in Britain. By 1991 that figure had fallen to just 9%. The main reason why parents feel they must ferry their kids to school in the car is fear of traffic. So they drive - and add to the traffic!
• The above national figures are reflected locally: the Merton Local Agenda 21 document, addressing pedestrian safety as a "prime concern in the borough", quotes that 63% of parents expressed fear of traffic as their main concern when asked about allowing their children to walk to school unaccompanied.

I believe there is an unanswerable case for including road danger in the audit, and setting appropriate targets to cut that danger in the future.

Crime & Disorder Bill - the implications for Road Policing & Road Safety I am writing in order to draw your attention to the 'Draft guidance on Statutory Crime & Disorder Partnerships' issued recently by the Home Office. This advice has far reaching implications for road policing in terms of dealing with 'crime' and 'disorder' occurring on the road.

The relevant pages of the guidance are attached (not here) but I will specifically mention:

Page 1 of the document - the Home secretary's forward. This indicates that the act is concerned with what 'local people' perceive as being 'unsafe.'

Page 6 at 1.8, states that traffic matters 'ultimately contribute to and support the local crime and disorder strategies which this Act will demand'.

Page 7 at 1.11, states that 'The plan must include both developmental policing priorities (called Key Objectives) set by the Home Secretary and Local objectives, reflecting consultation with local people.'

Page 20 at 1.42, where it is made quite clear that each strategy must be 'firmly rooted in the issues which are of concern to local people' and page 21 at 1.43, where it also states 'So if your audit finds that - say speeding in residential areas is a serious matter of local concern, then it would be just as much in order for the strategy to focus on this issue as it would be for it to look at, for example, kerb crawling or bogus officials in the same area' and 'Within reason, nothing is ruled out and nothing is ruled in'. The last two quotes clearly underscore that the crime and disorder audits will, quite properly, allow road safety concerns to be addressed. This was further reinforced when I recently met with Alun Michael, the Home Office minister, who stated that 'speeding' and 'traffic' issues should be included in audits if they were 'of concern to the local community'.

It is clear that the Government recognises dangerous driving, disqualified driving, and motor vehicle crime to be 'crimes' within the terms of the legislation and that speeding, careless or inconsiderate driving behaviour and even so called 'road rage' can amount to 'disorder'. Such acts, which can result in high levels of human suffering and misery and substantial cost to society and compare with other criminal or anti-social behaviour, importantly, often feature high in the list of public concerns.

I am convinced that the inclusion of 'traffic' issues in the guidance to the Bill is potentially one of the most significant advances in road safety. I have suggested to the department of the Environment, Transport & the Regions that they recognise this fact by including Crime and Disorder audits as an integral part of the imminent Death and Injury Reduction Strategy leading to the year 2010.

The National Road Policing Strategy, as contained in the booklet 'Joining Forces for Safer Roads', which was launched at the ACPO Summer Conference in Birmingham, sets out a clear rationale and logic for embracing this aspect of policing and enables the police service to ensure that crime and disorder occurring on the road is given appropriate recognition.

Yours sincerely, Paul Manning QPM, Chairman, Traffic Committee