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[null,null,null,null,null,null,null,null,null,null,null,"2021-09-01"]
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[null,null,null,null,null,null,null,null,null,null,null,null,"©2021 Healthy Streets Ltd. All Rights Reserved"]

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[null,"About"]
[]
[]
[null,"What is this?"]
[null,"This is a tool for designers and engineers to make a basic assessment of a street against the 10 Healthy Streets Indicators.\n\nThe 10 Healthy Streets Indicators are the foundation of the Healthy Streets Approach. They must be prioritised and balanced to improve social, economic and environmental sustainability through how streets are designed and managed. These Indicators are the key elements of the experience on street that need to be prioritised.\n",null,"This tool does not measure the compliance of street designs with existing national or state codes. This tool measures some of the most important factors in providing a healthy environment for people walking, cycling, accessing public transport etc. It is common for existing streets to score low on this tool because they have been designed to prioritise the through-movement of vehicles which is often to the disadvantage of people walking, cycling and spending time on the street. \n"]
[null,"This Approach builds improvements on existing conditions rather than seeking a fixed end goal, and can be applied to any street, anywhere. Taking this Approach requires incremental changes in all aspects of the decision-making processes related to streets and transport.\n\nTo learn more about the Healthy Streets Approach and the range of tools available for applying this Approach visit healthystreets.com",null,"When do I use it?"]
[null,null,null,"This tool should be used when designers and engineers are in the early stages of planning design changes to a street or reviewing changes that have been made.\n\nThis is not a tool for communities to assess their local streets. If you want an easy checklist for communities to assess their streets then visit healthystreets.com/resources\n\nThis tool can be applied to an existing street and to designs for new street layouts. If you are redesigning an existing street we recommend you use this tool to assess the existing layout and use the information in the tool to create a new design that achieves a higher Healthy Streets score. If you have multiple options for a new design you can apply the tool to each option and use the score to help you decide which one you choose.\n"]
[null,"\nThis is a technical tool that requires an understanding of street design and engineering. If you are looking for a non-technical tool for assessing a street visit healthystreets.com/resources\n\nThis tool is comprised of 19 metrics which must all be scored to produce a result. The results can be used to improve designs and to easily communicate to stakeholders how healthy a street design is and which factors should be prioritised in the design process."]
[]
[null,"Where do I apply it?",null,"This tool should be used to look in detail at the design of a single street or section of a long street. It is not suitable for assessing connectivity of walking, cycling and public transport. It is not suitable for assessing land use policies and practices over large areas. If you are focused on connectivity or land use, visit healthystreets.com/resources\n"]
[null,"This tool is for use in Australia. It has been made with designers, engineers, policy makers and public health specialists in Australia to ensure it suits the Australian context. It has been tested with designers and engineers in local councils to ensure its validity.\n\nThis tool should be applied to streets where people are expected to walk and cycle. It measures how safe, relaxing and welcoming streets are for all kinds of people to walk, cycle and spend time in.\n"]
[null,null,null,"What do I need before I get started?"]
[null,null,null,"The first time you use this tool and if you use it infrequently, you will need to read the ‘how to measure it’ guidance on every metric. You will also find it helpful to read the ‘help’ section which answers questions you might have. If you do not read this guidance it is easy to make a mistake and produce an incorrect score."]
[null,"How do I complete it?"]
[null,"First complete the Project sheet with basic information on the check you will be doing.\n\nThen in the Scoring sheet score every metric 3,2,1 or 0 in the ‘existing layout’ column. Every metric needs a score before the Healthy Streets score will be generated. Next to each score write in the notes box how this score was calculated e.g. the data used or the specific point in the street where an issue was identified. This is essential so that your assessment can be reviewed and understood by other people, helping to assure the accuracy of your score.",null,"To ensure you are using the tool correctly we recommend that you take a short training course in how to use this tool before you get started. Send enquiries to training@healthystreets.com \n\nYou need to define the boundary of the street you are assessing and must only measure one street in each assessment. If the street is very long, it can be broken into smaller sections, but every section must include at least one intersection. There are four metrics specifically for assessing the intersections."]
[null,"\nMetrics 1-3 can be completed using traffic data. In the notes box you will need to state the data source and the figure used.\n\nMetrics 4-12 are assessed at the weakest point on the street. In the notes box you will need to specify the point on the street you have identified as being weakest.",null,"For existing streets you will need traffic data: \n•  85th percentile peak hour speed;\n•  peak hour volume and vehicle classification;\n•  85th percentile traffic speed over a 24 hour period; and\n•  peak hour count of people walking.\n\nIt is not possible to accurately assess an existing street without visiting it. Satellite imagery is not accurate for assessing metrics such as the quality of the footpath and is often not up to date. If you are assessing an existing street take a measuring tape for measuring distances. Ideally visit the street after dark so that you can accurately assess the lighting."]
[null,"\nMetrics 13-18 are assessed by looking at the whole length of the street. Where distances and proportions are calculated these need to be specified in the notes box.\n"]
[null,"Metric 19 is only applicable on streets with a bus service. If there is no bus service on the street you are assessing choose ‘No’ from the dropdown menu.\n",null,"When assessing a proposed design, you can take the information from the plans.\n\nIf the data is not available then you can make an estimate and explain your reasoning in the notes box for each metric.\n"]
[null,"What do the results mean?"]
[null,"The tool produces a score out of 100. Each metric is weighted for its role in each of the 10 Healthy Streets Indicators. \n",null,"How do I present the results?"]
[null,"This table shows how the scores for each metric contribute to the overall score.\n",null,"The image on the results page is the easiest way to present your results. \n\nThe overall Healthy Streets score is the important number. If you are comparing an existing street with a proposed design then the percentage point change should be the focus, not the percentage increase.\n\nFor example, if the existing street scores 30 and the proposed layout scores 45 you should focus on the 15 percentage point increase, not the 50 percent increase. This is because the percent increase is of less value than the percentage point increase. If an existing street scores 2 and the proposed layout scores 3 this is also a 50 percent increase but the benefits of a 1 percentage point increase in the score is of much lower value than a 15 percentage point increase.\n\nDo not combine scores produced by assessments of different street or different sections of one longer street to give an overall score for an area, this will hide both the strengths and weaknesses of individual sections of street."]
[null,"The metrics which have a greater influence on human health and people’s experience walking, cycling and spending time in the street have higher weighting. The 10 Healthy Streets Indicators each contribute equally to the overall score.\n\nThe Healthy Streets score gives a general picture of how healthy the design of the street is. The volume and speed of motorised traffic, and the allocation of protected space to people walking and cycling have the biggest impacts on human health, and likewise the biggest role in the Healthy Streets score.\n\nThere is not a threshold of an ‘acceptable’ Healthy Streets score. Designers should be seeking to increase the score as much as they can within the scope of their brief, resources available and the physical constraints. "]
[null,"A metric that scores three is a good performance in terms of providing a healthy and welcoming environment to all people walking, cycling and spending time in the street. A metric that scores zero highlights a serious issue in the street design that will make the street unsafe, unhealthy or inaccessible to at least some people. Designers are encouraged to consider how to minimise zero scores in proposed street designs.\n"]

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[null,"Project"]
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[null,"Name of checker",null,null,null,null,null,null,"Contact email address"]
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[null,"Name of street",null,null,null,null,null,null,"Postcode of street"]
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[null,"Name of street at start intersection",null,null,null,null,null,null,"Name of street at end intersection"]
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[null,"Date of check",null,null,null,null,null,null,"Commissioner"]

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["Scoring"]
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["Metrics",null,"Score",null,null,null,"How do I measure this?","Existing layout","Notes on existing layout scores","Proposed layout","Notes on proposed layout scores"]
[null,null,3,2,1,0]
[1,"Traffic speed","For the hour when vehicle speeds are highest the 85th percentile is below 30kph\n","For the hour when vehicle speeds are highest the 85th percentile is 30-39 kph","For the hour when vehicle speeds are highest the 85th percentile is 40-49 kph","For the hour when vehicle speeds are highest the 85th percentile is 50kph or more","info"]
[2,"Volume of motorised traffic","For the hour when traffic volume is at its peak there are 199 or fewer  vehicles (both directions)\n","For the hour when traffic volume is at its peak there are 200-499 vehicles (both directions)","For the hour when traffic volume is at its peak there are 500-999 vehicles (both directions)","For the hour when traffic volume is at its peak there are 1000 or more vehicles (both directions)","info"]
[3,"Mix of vehicles","The only large vehicles using the street are public service vehicles, public transport and vehicles servicing properties on the street\n","The proportion of large vehicles (excluding public transport) is less than 1% in the peak hour","The proportion of large vehicles (excluding public transport) is 1-3% of motorised traffic in the peak hour","The proportion of large vehicles (excluding public transport) is greater than 3% of motorised traffic in the peak hour","info"]
[4,"Conflict between cycles and turning vehicles","At the weakest intersection:\nMeasures are in place to reduce the number and speed of turning movements by motor vehicles at intersections and driveway cross-overs\nAND\nAt signal controlled intersections all conflicting movements between cycles and turning motor vehicles have separated phases during the traffic signal cycle","At the weakest intersection:\nMeasures are in place to reduce the number or speed of turning movements by motor vehicles at intersections and driveway cross-overs\nAND\nAt signal controlled intersections cycle movements do not have separate phases during the traffic signal cycle but mitigation measures are in place ","At the weakest intersection:\nThere are no restrictions on speed or number of turning movements by motor vehicles at intersections and other uncontrolled accesses but there is a space allocated to cycles","At the weakest intersection does not meet criteria in 1-3 \ni.e.\nAt signal controlled intersections cycle movements do not have separate phases during the traffic signal cycle and there are no mitigation measures in place\nAt uncontrolled intersections there are no restrictions on speed or number if turning movements by motor vehicles and there is no space allocated to cycles\n","info"]
[5,"Turning speeds at side-street intersections","The weakest side-street intersection has a narrow, tight  geometry such that a turning motorised vehicle must slow down to less than 5 km/hr and the carriageway is raised to the level of the footpath e.g. footway continuation or raised pedestrian crossing e.g. wombat crossing\n","The weakest side-street intersection has a narrow, tight geometry such that a turning motorised vehicle must slow down to less than 5 km/hr and instead of a raised carriageway at the intersection there are pram ramps on the desire line","The weakest side-street intersection has only pram ramps at the intersection and these are on the desire line","The weakest side-street intersection does not meet criteria in 1-3 \ni.e. has no pram ramps or pram ramps are not on the desire line","info"]
[6,"Ease of crossing mid block","See table","See table","See table","See table","info"]
[7,"Priority of crossing at intersections","Score using tables for intersections crossing side streets and main roads and use the lower of the 2 scores if they differ\n","Score using tables for intersections crossing side streets and main roads and use the lower of the 2 scores if they differ","Score using tables for intersections crossing side streets and main roads and use the lower of the 2 scores if they differ","Score using tables for intersections crossing side streets and main roads and use the lower of the 2 scores if they differ","info"]
[8,"Quality of the footpath","At the weakest point there is an even, level, non-slip surface","At the weakest point there is a non-slip surface without defects but it is not level\n","At the weakest point there are minor defects but none more than 14mm level difference","At the weakest point there is at least one major defect (a level difference of 15mm or more) ","info"]
[9,"Space for walking","At the weakest point the minimum clear walking space achieves A","At the weakest point the minimum clear walking space achieves B\n","At the weakest point the minimum clear walking space achieves C","At the weakest point the minimum clear walking space achieves D","info"]
[10,"Appropriate separation of people walking from traffic","At the weakest point the buffer achieves A","At the weakest point the buffer achieves B","At the weakest point the buffer achieves C","At the weakest point the buffer achieves D","info"]
[11,"Space for cycling","At the weakest point: \nIf the speed limit is greater than 30kph, cycles are physically separated from other traffic and the effective width of the track is more than 2.5m (1-way) at the narrowest point\nIf the speed limit is 30kph or lower, cycles mix with general traffic if peak hour flow is 200 vehicles or fewer","At the weakest point:\nIf the speed limit is greater than 30 kph, cycles are physically separated from other traffic and the effective width of the track is 2m - 2.5m (1-way) or 3.5m+ (2-way) at the narrowest point\nIf the speed limit is 30kph or lower, cycles mix with general traffic if peak hour flow is 200-500 vehicles\n","At the weakest point:\nCycles are separated from other traffic and the effective width of the lane/track is 1.8-2m (1-way) or 2.5 - 3.4m (2-way) effective width at its narrowest point.\nIf the speed limit is 30kph cycles mix with general traffic if peak hour flow is more than 500 vehicles","At the weakest point does not meet criteria in 1-3 \ni.e.\nIf cycles are separated from other traffic the track is less than 1.8m effective width at its narrowest point\nIf  the speed limit is above 30kph and cycles are mixing with general traffic or in an unseparated cycle lane on the carriageway ","info"]
[12,"Lighting","At the weakest point lighting has been specifically designed to prioritise comfort and safety of people walking and cycling, the light quality has been specifically selected for colour and glare","At the weakest point there is purpose designed lighting provided to ensure safety of people walking and cycling","At the weakest point lighting has been designed for motor vehicle safety. Walking areas meet Australian Standards as a consequence of the carriageway being illuminated","At the weakest point does not meet criteria in 1-3 \ni.e. lighting of walking and/or cycling areas is absent or inconsistent (e.g. light is obstructed by planting) and does not meet Australian Standards\n","info"]
[13,"Availability of drinking water","There is less than 400m to the nearest bubbler in every direction along the street from the centre point of this street","There is 400m to 799m  to the nearest bubbler in every direction along the street from the centre point of this street","There is more than 800m but less than 1.2 km to the nearest bubbler in every direction along the street from the centre point of this street","There is more than 1.2 km to the nearest bubbler in every direction along the street from the centre point of this street","info"]
[14,"Public seating","Assessing the full length of the street the longest distance between public seats on this street is less than 50m ","Assessing the full length of the street the longest distance between public seats on this street is between 50m and 199m \n","Assessing the full length of the street the longest distance between public seats on this street is between 200m and 399m ","Assessing the full length of the street the longest distance between public seats on this street is  400m or more","info"]
[15,"Cycle parking","Assessing the full length of the street the longest distance between available public cycle parking on this street is less than 50m and there is step free access ","Assessing the full length of the street the longest distance between available public cycle parking on this street is between 50m and 199m and there is step free access\n","Assessing the full length of the street the longest distance between available public cycle parking on this street is between 200m and 399m and/or there is not step free access","Assessing the full length of the street the longest distance between available public cycle parking on this street is 400m or more ","info"]
[16,"Shade for walking","Assessing the full length of the street there is 90% or more linear coverage of walking space\n","Assessing the full length of the street there is 75-89% linear coverage of walking space","Assessing the full length of the street there is 50-74% linear coverage of walking space","Assessing the full length of the street there is less than 50% linear coverage of walking space","info"]
[17,"Shade for cycling","Assessing the full length of the street there is 75% or more linear coverage of cycling space\n","Assessing the full length of the street there is 50-74% linear coverage of cycling space","Assessing the full length of the street there is 25-49% linear coverage of cycling space","Assessing the full length of the street there is less than 25% linear coverage of cycling space","info"]
[18,"Reducing through traffic","Assessing the whole street there is no through-movement for private motorised traffic ","Assessing the whole street through movement for private motorised vehicles is permitted but use of the side streets is indirect (i.e one way or requires at least 2 turns)\nAND\nspeed limit is 30km/hr or below","Assessing the whole street through movement for private motorised vehicles is permitted but speed limit is 30km/hr or below","Street does not meet criteria in 1-3\ni.e. through movement for private motorised vehicles is permitted and speed limit is 40km/hr or above","info"]
[null,null,null,null,null,"Are there any bus services running on this street? Yes/No"]
[19,"Bus stops","At the weakest performing bus stop:\nThere is sufficient waiting space based on peak patronage that is clear of the walking space; the bus stop has seating; rain and sun protection for 25% of peak customers (or at least 4 people); step free access and safe crossing of any cycleways to access the stop\n","At the weakest performing bus stop:\nThere is sufficient waiting space based on average patronage that is clear of the walking space; the bus stop has seating; rain and sun protection for at least 4 people; step free access and safe crossing of any cycleways to access the stop","At the weakest performing bus stop:\nThe bus stop has seating and rain and sun protection for at least 4 people","The weakest performing bus stop does not achieve criteria to score 1-3","info"]

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[null,"Healthy Streets Score"]
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[null,"Name of street"]
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[null,"Name of street at start intersection"]
[null,{"$f":"Project!B15","v":0}]
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[null,"Name of street at end intersection"]
[null,{"$f":"Project!I15","v":0}]
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[]
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[null,null,null,null,null,null,null,"Existing Layout Score","Proposed Layout Score"]
[null,null,null,null,null,null,"Healthy Streets Score",{"$f":"IF(Calculator!C25=0, Calculator!I24, \"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!C50, \"\")","v":""}]
[null,null,null,null,null,null,"Everyone feels welcome",{"$f":"IF(Calculator!C25=0, Calculator!E24,\"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!E50, \"\")","v":""}]
[null,null,null,null,null,null,"Easy to cross",{"$f":"IF(Calculator!C25=0, Calculator!F24, \"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!F50, \"\")","v":""}]
[null,null,null,null,null,null,"Shade and shelter",{"$f":"IF(Calculator!C25=0, Calculator!G24,\"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!G50, \"\")","v":""}]
[null,null,null,null,null,null,"Places to stop and rest",{"$f":"IF(Calculator!C25=0, Calculator!H24, \"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!H50, \"\")","v":""}]
[null,null,null,null,null,null,"Not too noisy",{"$f":"IF(Calculator!C25=0, Calculator!I24, \"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!I50, \"\")","v":""}]
[null,null,null,null,null,null,"People choose to walk and cycle",{"$f":"IF(Calculator!C25=0, Calculator!J24, \"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!J50, \"\")","v":""}]
[null,null,null,null,null,null,"People feel safe",{"$f":"IF(Calculator!C25=0, Calculator!K24, \"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!K50, \"\")","v":""}]
[null,null,null,null,null,null,"Things to see and do",{"$f":"IF(Calculator!C25=0, Calculator!L24, \"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!L50, \"\")","v":""}]
[null,null,null,null,null,null,"People feel relaxed",{"$f":"IF(Calculator!C25=0, Calculator!M24, \"\")","v":""},{"$f":"IF(Calculator!C51=0,  Calculator!M50, \"\")","v":""}]
[null,null,null,null,null,null,"Clean air",{"$f":"IF(Calculator!C25=0, Calculator!N24, \"\")","v":""},{"$f":"IF(Calculator!C51=0, Calculator!N50, \"\")","v":""}]

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[null,"Question","Existing Layout Score",null,"Everyone feels welcome","Easy to cross","Shade and shelter","Places to stop and rest","Not too noisy","People choose to walk and cycle","People feel safe","Things to see and do","People feel relaxed","Clean air"]
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[null,{"$f":"B3+1","v":2},{"$f":"IF(Scoring!H8<>\"\", Scoring!H8, \"-\")","v":"-"},null,"-",{"$f":"C4","v":"-"},null,null,{"$f":"C4","v":"-"},"-","-",null,"-",{"$f":"C4","v":"-"}]
[null,{"$f":"B4+1","v":3},{"$f":"IF(Scoring!H9<>\"\", Scoring!H9, \"-\")","v":"-"},null,"-",{"$f":"C5","v":"-"},null,null,{"$f":"C5","v":"-"},"-","-",null,"-",{"$f":"C5","v":"-"}]
[null,4,{"$f":"IF(Scoring!H10<>\"\", Scoring!H10, \"-\")","v":"-"},null,{"$f":"C6","v":"-"},null,null,null,null,{"$f":"C6","v":"-"},{"$f":"C6","v":"-"},null,{"$f":"C6","v":"-"}]
[null,5,{"$f":"IF(Scoring!H11<>\"\", Scoring!H11, \"-\")","v":"-"},null,{"$f":"C7","v":"-"},{"$f":"C7","v":"-"},null,null,null,{"$f":"C7","v":"-"},"-",null,{"$f":"C7","v":"-"}]
[null,6,{"$f":"IF(Scoring!H12<>\"\", Scoring!H12, \"-\")","v":"-"},null,{"$f":"C8","v":"-"},{"$f":"C8","v":"-"},null,null,null,{"$f":"C8","v":"-"},"-",null,{"$f":"C8","v":"-"}]
[null,7,{"$f":"IF(Scoring!H13<>\"\", Scoring!H13, \"-\")","v":"-"},null,{"$f":"C9","v":"-"},{"$f":"C9","v":"-"},null,null,null,{"$f":"C9","v":"-"},"-",null,{"$f":"C9","v":"-"}]
[null,8,{"$f":"IF(Scoring!H14<>\"\", Scoring!H14, \"-\")","v":"-"},null,"-",null,null,null,null,"-",null,null,"-"]
[null,9,{"$f":"IF(Scoring!H15<>\"\", Scoring!H15, \"-\")","v":"-"},null,"-",null,null,{"$f":"C11","v":"-"},null,"-",{"$f":"C11","v":"-"},null,"-"]
[null,10,{"$f":"IF(Scoring!H16<>\"\", Scoring!H16, \"-\")","v":"-"},null,{"$f":"C12","v":"-"},null,null,null,{"$f":"C12","v":"-"},{"$f":"C12","v":"-"},{"$f":"C12","v":"-"},null,{"$f":"C12","v":"-"}]
[null,11,{"$f":"IF(Scoring!H17<>\"\", Scoring!H17, \"-\")","v":"-"},null,"-",null,null,{"$f":"C13","v":"-"},null,"-",{"$f":"C13","v":"-"},null,"-"]
[null,12,{"$f":"IF(Scoring!H18<>\"\", Scoring!H18, \"-\")","v":"-"},null,{"$f":"C14","v":"-"},null,null,null,null,{"$f":"C14","v":"-"},{"$f":"C14","v":"-"},null,{"$f":"C14","v":"-"}]
[null,13,{"$f":"IF(Scoring!H19<>\"\", Scoring!H19, \"-\")","v":"-"},null,{"$f":"C15","v":"-"},null,null,{"$f":"C15","v":"-"},null,{"$f":"C15","v":"-"},{"$f":"C15","v":"-"},{"$f":"C15","v":"-"},{"$f":"C15","v":"-"}]
[null,14,{"$f":"IF(Scoring!H20<>\"\", Scoring!H20, \"-\")","v":"-"},null,"-",null,null,{"$f":"C16","v":"-"},null,"-",null,{"$f":"C16","v":"-"},"-"]
[null,15,{"$f":"IF(Scoring!H21<>\"\", Scoring!H21, \"-\")","v":"-"},null,"-",null,null,{"$f":"C17","v":"-"},null,"-",null,null,"-"]
[null,16,{"$f":"IF(Scoring!H22<>\"\", Scoring!H22, \"-\")","v":"-"},null,"-",null,{"$f":"C18","v":"-"},null,null,"-",null,{"$f":"C18","v":"-"},"-"]
[null,17,{"$f":"IF(Scoring!H23<>\"\", Scoring!H23, \"-\")","v":"-"},null,"-",null,{"$f":"C19","v":"-"},null,null,"-",null,{"$f":"C19","v":"-"},"-"]
[null,18,{"$f":"IF(Scoring!H24<>\"\", Scoring!H24, \"-\")","v":"-"},null,"-",{"$f":"C20","v":"-"},null,null,{"$f":"C20","v":"-"},"-",null,null,{"$f":"C20","v":"-"}]
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[]
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[]
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[null,"Question","Proposed Layout Score",null,"Everyone feels welcome","Easy to cross","Shade and shelter","Places to stop and rest","Not too noisy","People choose to walk and cycle","People feel safe","Things to see and do","People feel relaxed","Clean air"]
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["Things to see and do",{"$f":"IF(Calculator!C51=0, Calculator!L50, 0)","v":0},1,0.05,270.00000000000006,{"$f":"360 * SUM(D$4:D19)","v":288.00000000000006},0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0]
["People feel relaxed",{"$f":"IF(Calculator!C25=0, Calculator!M24, 0)","v":0},1,0.05,288.00000000000006,{"$f":"360 * SUM(D$4:D20)","v":306.00000000000006},{"$f":"IF(AND(G$1>=$E20,G$1<=$F20),$B20,0)","v":0},0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0]
["People feel relaxed",{"$f":"IF(Calculator!C51=0,  Calculator!M50, 0)","v":0},1,0.05,306.00000000000006,{"$f":"360 * SUM(D$4:D21)","v":324.00000000000011},0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0]
["Clean air",{"$f":"IF(Calculator!C25=0, Calculator!N24, 0)","v":0},1,0.05,324.00000000000011,{"$f":"360 * SUM(D$4:D22)","v":342.00000000000011},{"$f":"IF(AND(G$1>=$E22,G$1<=$F22),$B22,0)","v":0},0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0]
["Clean air",{"$f":"IF(Calculator!C51=0, Calculator!N50, 0)","v":0},1,0.05,342.00000000000011,{"$f":"360 * SUM(D$4:D23)","v":360.00000000000006},0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0,0]
[]
[null,"Proposed Layout Score"]

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["How to measure"]
[]
[]
["Metrics",null,"Why this is important","How to measure it","Additional information"]
[1,"Traffic Speed","This metric is measuring the greatest harm to people caused by motorised vehicles travelling at the highest speed they can. Vehicles travelling at higher speeds pose a danger to safety, especially of people walking, cycling and spending time on the street. They also contribute to the street feeling unsafe, unwelcoming and noisy.","For existing streets, if you have speed data for the street you are assessing then take the 85th percentile for the period when vehicles are travelling at their fastest. This is often late at night or in the early hours of the morning.\nWhere speed data is not available, for existing streets and proposed designs, make an estimate of how fast motorised vehicles could travel in the period when they can travel fastest. To make your estimate consider aspects of your street design that enable or inhibit vehicle speed such as lighting, lane widths, signage and road markings, corner radii, vertical and horizontal deflections.\n"]
[2,"Volume of motorised traffic","This metric is measuring traffic dominance which affects people through makings streets noisy, polluted, difficult to cross, intimidating and stressful to walk, cycle and spend time on.","To capture the peak impact of traffic dominance you need to use traffic counts from the period when motorised traffic levels are highest, often when congestion peaks e.g. morning rush hour. This is rarely when vehicles are travelling fastest so you should not be using data from the same time period as for metric 1.\nYour traffic count should include all motorised vehicles except electric cycles and electric scooters. Your traffic count should include all traffic passing in both directions. If the street is a one-way street then you will only have traffic passing in 1 direction.\nIf you do not have peak hour data then a broad approximation of 'vehicles per day' is that fewer than 1500 vehicles per day scores 3.\n"]
[3,"Mix of vehicles","This metric is measuring the additional harms to people which come from larger vehicles. They tend to be more polluting, noisy and dangerous and dominate the street environment contributing to it feeling stressful to walk, cycle and spend time in the street.\n","Large vehicles are those categorised as heavy vehicles, classes 3-12 in the Austroads classification system.\nPublic transport and public service vehicles should be excluded from the calculation. This is because even though larger vehicles e.g. buses have the same negative attributes as private vehicles they deliver bigger benefit in reducing reliance on private cars for personal travel."]
[4,"Conflict between cycles and turning vehicles","When people driving make turns at intersections there is a risk that their vehicle will strike a person cycling and could seriously injure or kill them. This risk means many people feel reluctant or unsafe cycling. This risk can be mitigated through the design of the intersections. At traffic light controlled intersections people cycling can be given a separate phase to the turning vehicles. At all intersections the speed of motorised vehicles can be reduced by raising and narrowing the space for turning. At all intersections the number of turning vehicles can be reduced with banned turns, one way, no-through roads and vehicle restrictions.\n","To measure this assess every intersection on the street and score the intersection with the least mitigation measures in place."]
[5,"Turning speeds at side-street intersections","When vehicles can turn at speed at intersections there is increased risk that they will seriously injure or kill people walking, cycling and spending time on streets. The higher speed also makes it more difficult, stressful and intimidating for people to cross intersections.","To measure this, visit the street and identify which intersections are side-streets. These are smaller streets, servicing streets and laneways that do not form part of a cross roads and do not have traffic signals. The are also sometimes known as side roads, minor roads, lower order roads and local access roads. Entrances to car parks, supermarkets, commercial premises and shared vehicle access to multiple residences should all be treated as side-streets. Traffic levels in and out of side streets is generally low as it is primarily used for access, not through-traffic. You must score the poorest performing side-street intersection, do not make a general assessment across all the side-street intersections. To score 3 you would need every side-street intersection to be narrow with tight geometry and footpath continuation. \nA narrow intersection is less than 7m wide.\nTight geometry means turning speeds are very low (generally an internal radius of <2m).\nA person walking along a footpath should not need to deviate to their left to cross the intersection at the pram ramp, if they do then the pram ramp is not on the desire line.\nIf there are no side-streets in the section of street you are assessing score 3.\n"]
[6,"Ease of crossing mid block","A wider range of people will be willing and able to walk short journeys and access public transport if it is easy, safe and direct for them to cross streets between intersections. Mid block crossings reduce the effort of walking especially for people with mobility impairments, they also improve convenience and social connections. ","This metric is not for assessing ease of crossing side-streets and intersections for people walking along the street, Metrics 5 and 7 are for measuring these.\nThis metric is not for scoring crossing the carriageway of the street you are assessing at the intersections. Metric 7 is for scoring crossing the carriageway of the street you are assessing at intersections.\n\nA mid-block crossing is one that is not associated with an intersection. Some intersection crossings are set away from the junction and can appear to be mid-block, do not include them when scoring this metric, assess them in metric 7.\n\nThis metric is for assessing the ease of crossing the stretches of street between intersections.\nFirst you need to identify every section of carriageway that falls between intersections. If there are lots of side roads there will be lots of sections and each of these sections must be assessed for ease of crossing the carriageway. \nYou are not making a general assessment of the whole street, you are scoring the weakest section between intersections.\nScore the weakest performing section in relation to the provision for mid block crossings using the scoring table provided.\nIf the distance between two intersections is below 100m then you can exclude that section of street from your assessment, or if this is true of the whole street you are assessing you can give it the highest score.\nIf there is no footway and no destinations on one side of a section of street you can exclude it from your assessment, or if this is true of the full length of the street you are assessing you can score it 3.\nSee tables on the next tab for scoring mid block crossings.\n"]
[]
[7,"Priority of crossing at intersections","A wider range of people will be willing and able to walk short journeys and access public transport if it is easy, safe and direct for them to cross streets at intersections.","This metric is for scoring crossing the carriageway of the street you are assessing at the intersections.\nTo measure this, identify every intersection on the street (including the side streets you have assessed in metric 5) and score the weakest performing leg of the weakest performing junction. Do not make a general assessment of the average of all junctions on this street.On the next tab there are two tables for scoring crossings of side-streets and main roads. Use the lower of the 2 scores if they differ."]
[8,"Quality of the footpath","People need a smooth, level walking surface so that they can walk without having to focus on where they are putting their feet and therefore take in the environment around themselves. This metric is assessing the risk of people tripping and falling when walking and spending time on footpaths. It is also very important for the ease of walking with strollers, mobility aids, wheeled luggage and using wheelchairs.","To assess this you need to visit the street and inspect the footpaths along both sides of the street for level differences (e.g. due to cracked or uneven pavers, raised tree roots) and assess the camber/cross-fall of the footpaths. You are assessing the weakest place on the street, not making a general assessment of the footpaths overall. Find the poorest section of footpath surface and assess it for defects/camber.\nA 'level' footpath has a crossfall less than 3%. If the crossfall is greater than 3% anywhere on the street then it cannot score 3.\nIf there is anywhere on the street where the footpath stops and there is a step down and up e.g. at a driveway cross-over score 0. \nIf there is a pram ramp that is not flush with the carriageway treat it as a footway defect.\nIf there is only footpath on one side of the street score 0 unless there are no buildings or facilities on the side of the street without a footpath.\n"]
[9,"Space for walking","People need a minimum amount of space to be able to walk comfortably in pairs and small groups. People with luggage, using wheelchairs and mobility aids need more space.","You must measure only the clear walking space at the narrowest point on the street. To assess this you need to visit the street and identify the narrowest point of clear walking space. The walking space can be narrowed by street furniture such as benches, bins, signposts, lamp posts and cars parked on the footpath. You must not include any buffer from the kerbside in this, it is accounted for in metric 10. It can be helpful to mark out on a plan of the street the continuous clear walking space on the footpath and any buffer between this space and the edge of kerb which may contain trees, grass verges, seating or cycle stands. For this metric you want to identify the width of narrowest point in the continuous clear walking space.\nThe amount of space required for people to be able to walk comfortably depends on how many other people are also walking in this space. You therefore need to know, for the hour when there is the highest number of people walking, how many people are walking. This is the peak people per hour and this is what you must assess the street by (P/Hr). When you know this you can choose which row of the table applies to your calculation and then, using the width of the walking space at the narrowest point you can score A, B, C or D.\nFor high flow (more than 2000 peak people per hour) you need to know the number of people per minute (averaged in the peak hour) per metre of the walking space - PPMM.\n\nIf there is no dedicated walking space e.g. no footpath on one or both sides of the street at any point along the street you are assessing score it 0. The only exception would be if you have footpath only on one side of the street because the other side of the street has no destination points on it e.g. houses, offices, shops, park entrances. In this situation you just assess the one footpath provided.\n\n\n\n\n\n\n\n\n\n"]
[null,null,null,null,null,"People per hour","A","B","C","D"]
[null,null,null,null,null,"Fewer than 7","2.0m or more","1.6m-1.99m","1.5m-1.59m","Less than 1.5m"]
[null,null,null,null,null,"7-69","2.6m or more","2.2m-2.59m","1.9m-2.19m","Less than 1.9m"]
[null,null,null,null,null,"70-399","3.2m or more","2.8m-3.19m","2.3m-2.79m","Less than 2.3m"]
[null,null,null,null,null,"400-1999","3.9m or more","3.4m-3.89m","2.9m-3.39m","Less than 2.9m"]
[null,null,null,null,null,"2000 or more","3.9m or more and less than 9.5 people per metre per minute","3.4m or more and less than 13.5 people per metre per minute","2.9m or more and less than 18 people per metre per minute","Less than 2.9m or more than 18 people per metre per minute"]
[]
[10,"Appropriate separation of people walking from traffic","The faster that motorised vehicles are travelling at, the more intimidating, noisy and polluting the experience is for people walking and spending time on streets. It is therefore necessary to have a 'buffer' space between people walking and people driving vehicles at higher speeds.","Following your assessment of metric 9 you should have marked out on a plan of the street the continuous walking space on both sides of the street. If there is no walking space on part of the street you can exclude it from your assessment. If there is no walking space on the full length of one or more sides of the street you can score it 3 as the street will have been marked down in metric 9. You can then calculate your buffer by measuring from the edge of this walking space to the edge of the first running lane for traffic. \n\nYou measure this metric by finding the point on the street where the buffer space between the edge of the walking space and the travelling lanes of the carriageway is narrowest on the section of street you are assessing. Do not include side-streets, you are only measuring the buffer on the street you are assessing. If there are parking lanes between the walking space and the travelling lanes these can be included in the buffer as long as they are 24/7 parking lanes and there are not times when they are travelling lanes. Inset parking bays are included in the buffer. Do not assess the point at which footpaths meet crossing points, these will have no buffer to enable people to access the crossing. This metric is for assessing the buffer from motorised traffic as people are walking parallel on the footpath. \n\nYou will need to know the 85th percentile traffic speed for the street you are assessing over a 24 hour period. This is different to the traffic speed you included in metric 1 which was for the peak hour. For this you want to know generally how fast vehicles are travelling on this street. Use this speed to choose which row of the table applies to your street and then use the width of the buffer to score your streets 3, 2, 1, 0. If the traffic speeds are very low (below 10 km/h or there is a cycle lane between the walking space and the traffic lane(s) score 3. If you do not have traffic speed data you can use the posted speed limit to help you estimate.\n\n\n\n\n\n\n\n\n"]
[null,null,null,null,null,"85th percentile speed over 24-hour period","A","B","C","D"]
[null,null,null,null,null,"Up to and including \n10 km/hr or cycle lane","0m ","N/A","N/A","N/A"]
[null,null,null,null,null,"11-20 km/hr","0.2m or more","0.15m-0.19m","0.1m-0.14m","Less than 0.1m"]
[null,null,null,null,null,"21-30 km/hr","0.7m or more","0.50m-0.69m","0.25m-0.49m","Less than 0.25m"]
[null,null,null,null,null,"31-40 km/hr","1.2m or more","0.9m-1.19m","0.45m-0.89m","Less than 0.45m"]
[null,null,null,null,null,"41-50 km/hr","1.65m or more ","1.25m-1.64m","0.6m-1.24m","Less than 0.6"]
[null,null,null,null,null,"Over 50 km/hr","2.15m or more","1.6m-2.14m","0.8m-1.59m","Less than 0.8m"]
[]
[11,"Space for cycling","People need a minimum amount of space to be able to cycle comfortably. Ideally people should be able to cycle in pairs and small groups. People with adapted cycles such as trikes, which can be mobility aids or a means of carrying bulky loads, need more space.","To assess an existing street you need to visit it to identify the narrowest 'effective width'. This is the available flat, unobstructed space for cycling. Cobbles and drainage in the gutter is not part of the effective width. If there is car parking alongside the cycle track then 0.8m of the space next to the parking space is not included in the effective width as this is the 'car door zone' i.e. a dangerous space to cycle for risk of being hit by someone opening a car door.\n'Separated' means physical separation with the cycle track at a different height to the carriageway or with a physical barrier to prevent motorised vehicles driving onto the cycle lane e.g. raised kerb, wands. \nAssess the street at its weakest point for cycle protection. If there is a cycle track but it ends part way along the street you assess the section without the cycle track. Short gaps in protection for bus stops and loading bays are acceptable but should not exceed 20 meters.\nIf the street does not have line markings defining the lanes then measure the available space between kerbs or parking lanes and divide this in two to calculate the lane width, remember to subtract 0.8m from each lane that has parking alongside it.\nIt is not possible to score 3 with a bidirectional cycle track, no matter how wide it is.\n"]
[12,"Lighting","For people to be able to walk and cycle at dusk and after dark they need a well lit path. If the street is very brightly lit it can result in people driving faster, making walking and cycling feel less safe. The choice of lighting affects how safe and relaxing the street feels for people walking and cycling.","To assess this metric you will need to visit the street after dark ideally to identify the weakest area of lighting of the footpath and cycle path. If there is anywhere on the street where lighting is not present, not functioning or obscured score 0. Only score 3 if the lighting for the whole street has been specifically designed to meet the needs of people walking and cycling. Score 1 if at the weakest point on the street the lighting is the standard for illuminating carriageways and no special consideration has been made for appropriate lighting of the footpaths.\n"]
[13,"Availability of drinking water","Public availability of drinking water supports people to walk and cycle and spend time on streets.","Identify the centre point of the street section that you are assessing, measure along the streets in all directions from this point to identify the distance to on-street public drinking water sources, this includes bubblers provided in parks that open directly onto the street."]
[14,"Public seating","People need places to sit down in streets throughout life, to take a rest, meet, eat or catch their breath. Many people struggle to walk or cycle short journeys or use public transport if they cannot rest at regular intervals on their way.","Public seating does not include cafe or restaurant seating even if it is on public ground. Public seating does not include steps and low walls on private ground in front of private buildings. Public seating includes seats in bus shelters, steps and low walls in front of public buildings and in front of private buildings if they are on public ground.\nTo measure this metric find the longest gap between public seats on the street and score based on the length of this longest gap.\nDo not include seats that are provided in public parks that are off the street. \nDo not include seats that are in disrepair and are therefore unusable.\nIf there is only 1 seat on the street then measure the distance to the next nearest seat along the street but outside of the area you are assessing. If there are no seats on the street then measure the distance between the two nearest seats to either end of the street you are assessing. \n"]
[15,"Cycle parking","Many short car journeys could be cycled. Ensuring there is secure, accessible public cycle parking convenient to destinations is vital to support people to cycle more. Many people who find walking difficult could cycle short journeys if there was accessible cycle parking (step free from cycle track or carriageway to the parking) close to their destination.","To measure this metric find the longest gap between cycle stands on the street and score based on the length of this longest gap. If there is no on-street cycle parking on the section of street you are assessing then measure the distance between the two nearest available cycle stands to either end along the street but outside of the area you are assessing.\nDo not include cycle parking on adjoining streets.\nStep-free means that it is possible to cycle directly to the cycle parking. If cycle parking is on a footpath then a pram-ramp giving access to it from the carriageway needs to be within 10m.\nDo not include cycle lockers or cycle hangars, the cycle parking must be easily and freely available to the public. \nDo not include cycle parking on surrounding streets.\nDo not include cycle parking that it is not possible to lock the frame of the cycle to e.g. stands that only hold the wheels.\n"]
[16,"Shade for walking","All people need shade from the sun, particularly at the height of summer and in the middle of the day. This not only protects them from sun damage to their skin and enables people to stay a comfortable temperature but it also makes walking and spending time on streets more pleasant.","To measure this, use the direct coverage of the walking space from above, measure each block along the centre line of the walking space on each side of the street. Calculate the total coverage for both sides of the street along the full section of street you are assessing, not the weakest section of the street. In winter estimate what the shade coverage of deciduous trees would be when they are in leaf. \nThis is not just an assessment of trees, shade can be provided by fixed and canvas awnings, colonnades, porches and other architectural features.\nYou can exclude the carriageway of side streets in your calculation.\nYou can use Nearmap or Google satellite map for assessing existing streets.\n"]
[17,"Shade for cycling","All people need shade from the sun, particularly at the height of summer and in the middle of the day. This not only protects them from sun damage to their skin and enables people to stay a comfortable temperature but it also makes cycling on streets more pleasant and a viable option for short trips.","To measure this use the direct coverage of the cycling space from above, measure each block along the centre line of the cycling space on each side of the street. If there are cycle tracks then assess these, if there are no cycle tracks assess the centre of the nearside general traffic lane. Estimate the total coverage for both sides of the street along the full section of street you are assessing, not the weakest section of the street. In winter estimate what the shade coverage of deciduous trees would be when they are in leaf.\nYou can use Nearmap or Google satellite map for assessing existing streets.\n"]
[18,"Reducing through traffic","The more permeable a street network is, the easier and more convenient it is to drive short journeys. This means that the people using cars for short journeys are not getting the opportunity for everyday activity that they need and the people who are walking, cycling and spending time on streets are impacted by excess negative effects of car use: noise, pollution, road danger etc.\nThe designer can influence this by prioritising walk, cycle and public transport connections to the street network and reducing connectivity for private car use.\n","Access through the street by refuse vehicles, emergency services and public transport can be maintained and score a 3 or 2.\n"]
[19,"Bus stops","Providing a comfortable and accessible space to wait for a bus encourages people to use public transport instead of private cars for journeys. It also makes public transport more inclusive to those using it.","If the street is not on a bus route and there are no plans for a bus route on this street it is not applicable.\nIf there are currently no bus stops on the street but they are planned as part of the redesign score the 'existing' zero and the 'proposed' according to the level of provision the bus stop will provide.\n"]

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[]
["How to score crossings"]
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[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
[]
["Metric 6 Mid-block crossing scoring"]
[]
["Facility type",null,3,2,1,0]
["Un-signalised","Pedestrian priority zone (sometimes called a shared zone)","Flush pedestrian priority zone","Pedestrian priority zone but with kerbs","-","Crossing does not achieve score 1-3 or there is no mid-block crossing facility"]
[]
[null,"Zebra crossing /shared pedestrian and cyclist crossing","Crossing no more than one lane in each direction and raised (i.e a wombat crossing)","Crossing no more than one lane in each direction and not-raised","-"]
[]
[null,"Other non-priority ","-","-","2m+ wide pedestrian refuge crossings no more than one lane in each direction (only able to score if warrants for a zebra cannot be met) \nOR\n20km/hr or less speed zone (but no formal pedestrian priority)"]
[]
[]
["Signalised","Signalised crossing","Crossing on every leg and maximum wait time* 22.5 seconds or less","Crossing on every leg and maximum wait time* 45 seconds or less","Crossing on every leg and maximum wait time* 60 seconds or less"]
[]
["*Maximum wait time is sum of the flashing and the red 'don't walk' periods."]
[]
[]
["Metric 7 Intersection crossing side-streets"]
[]
["Facility type",null,3,2,1,0]
["Un-signalised including roudabouts","Pedestrian priority zone (sometimes called a shared zone)","Flush pedestrian priority zone","Pedestrian priority zone but with kerbs","-","Does not score 1-3  AND\nno crossing facility on any leg of the intersection \nOR\nwhere there is any slip lane crossing \nOR \nthe crossing is not on the desire line (desire line = deviation less than 15 degrees)\nOR\ndropkerb or pram ramp is missing from any leg of the intersection\n"]
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[]
[]
[null,"Zebra crossing /shared pedestrian and cyclist crossing/footpath continuation","Crossing no more than one lane in each direction and crossing is raised (i.e a wombat crossing)","Crossing no more than one lane in each direction with tight geometry but crossing is not-raised","Crossing no more than one lane in each direction but geometry is not tight and crossing is not-raised"]
[]
[null,"Other non-priority including roundabouts","-","-","2m+ wide pedestrian refuge crossings no more than one lane in each direction (only able to score if warrants for a zebra cannot be met) \nOR \n20km/hr or less speed zone (but no formal pedestrian priority) \nOR \nraised entry threshold but no priority"]
[]
[]
[]
[]
["Signalised","Signalised crossing","Crossing on every leg and maximum wait time* 22.5 seconds or less","Crossing on every leg and maximum wait time* 45 seconds or less","Crossing on every leg and maximum wait time* 60 seconds or less"]
[]
["*Maximum wait time is sum of the flashing and the red 'don't walk' periods."]
[]
[]
["Metric 7 Intersection crossing main roads"]
[]
["Facility type",null,3,2,1,0]
["Un-signalised including roudabouts","Pedestrian priority zone (sometimes called a shared zone)","Flush pedestrian priority zone","Pedestrian priority zone but with kerbs","-","Does not score 1-3\nAND\nno crossing facility on any leg of the intersection \nOR\nwhere there is any slip lane crossing \nOR \nthe crossing is not on the desire line (desire line = deviation less than 15 degrees)\nOR\ndropkerb or pram ramp is missing from any leg of the intersection"]
[]
[null,"Zebra crossing /shared pedestrian and cyclist crossing","Crossing no more than one lane in each direction and crossing is raised (i.e a wombat crossing)","Crossing no more than one lane in each direction  with design speed of 30km/hr or less but crossing is not-raised","Crossing no more than one lane in each direction but design speed is above 30km/hr and crossing is not-raised"]
[]
[null,"Other non-priority including roundabouts","-","-","2m+ wide pedestrian refuge crossings no more than one lane in each direction with design speed of 30km/hr or less (only able to score if warrants for a zebra cannot be met)\n OR\n raised entry threshold with design speed of 30km/hr or less"]
[]
[]
["Signalised","Signalised crossing","Crossing on every leg and maximum wait time* 22.5 seconds or less","Crossing on every leg and maximum wait time* 45 seconds or less","Crossing on every leg and maximum wait time* 60 seconds or less"]
[]
["*Maximum wait time is sum of the flashing and the red 'don't walk' periods."]

{"sheet":"Help","index":9,"n_rows":32,"n_cols":4,"rows_kept":32,"cut":false,"hidden":false,"merged":[[28,1,29,1],[21,3,23,3],[25,3,27,3],[25,1,26,1],[1,1,2,3],[14,1,17,1],[15,3,16,3],[5,3,6,3],[6,1,7,1],[19,1,21,1]]}
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[null,"Help"]
[]
[]
[null,"How much time does it take to use this tool?",null,"How long should a section of street be?"]
[null,"The first time you use this tool it will take you around an hour because you need to read the introduction, all of the ‘how to measure’ guidance and the help section before you get started. When you are familiar with the tool it can take around 30 minutes to complete and if you are very familiar with the street or design that you are assessing then it can take as little as 15 minutes.\n",null,"If the street you want to assess is long then you may choose to break it down into sections. Make sure that you include at least one intersection in every section of the street. There are four metrics for scoring the junctions and these must be completed to produce a Healthy Streets score.\n\nThe way that the scoring works in this tool means that it is not possible to hide weaknesses through the way the street is divided into sections. Weaknesses will either show up in one section or another.\n"]
[null,"\nHow do I measure ease of crossing?\nThere are three metrics which relate to people walking across intersections. Before you start your assessment, you may find it helpful to identify which crossings each metric applies to. Metric 5 should be applied to side-street entrances that you would cross as you walked along the footpath on one side of the street or the other. Metric 6 should be applied to crossing the carriageway of the street you are assessing between intersections. \n\nIdentify all the intersections on the street and look for the mid-block crossing between each intersection. If there is any section of the street between intersections where there is no crossing facility you score the metric 0. Metric 7 should be applied to crossing the carriageway in either direction at intersections. You need to assess every crossing point on the street at intersections and score the weakest one."]
[null,null,null,"This tool is not suitable for assessing issues above the geography of an individual street e.g. network connectivity or land use policies and practices over large areas. If you are focused on connectivity or land use then do not use this tool, instead visit healthystreets.com/resources\n\nHow do I define the walking space from the ‘buffer’ in metrics 9 and 10?\nLook at the sides of the street where the footpath is. If there is no footpath on either side of the street then score metric 9 0. If there is a footpath identify the narrowest width of this for metric 9 and then the distance from the edge of this walking space to the moving traffic as the buffer for metric 10. The buffer can include seating, bubblers, cycle parking etc."]
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[]
[null,"How do we include e-scooters?"]
[null,"Due to their similar travel speed and vulnerability, people using e-scooters should be considered as being the same as people cycling.\n"]
[null,"\nThis scoring seems really harsh, what is it based on?",null,"Where do the metrics come from?"]
[null,"This scoring is not assessing whether the street meets existing design standards in your state. It is assessing the extent to which the street supports people to walk, cycle, access public transport and spend time there. \n",null,"The metrics were developed by a group of designers, engineers, policy makers and public health specialists in the Australia. The criteria for metrics included: having a significant impact on the health and safety of people walking, cycling and spending time on streets; being simple to measure; and being within the control of the designer to influence in the design process."]
[null,"It is common for existing streets to score low on this tool because they have been designed to prioritise the through-movement of vehicles which is often to the disadvantage of people walking, cycling and spending time on the street. This is also a conservative tool, using the weakest point to assess many of the metrics. \nThis is intended to raise the standard of street designs to address the most challenging issues and locations.\n\nThe scoring of 3,2,1 and 0 for each metric is based on best practice design guidance and impact on public health. Guidance used to inform the development of these metrics includes the TfNSW Walking Space Guide, TfNSW Cycleway Design Toolbox, Austroads Guide to Road Design, Austroads Integrating Safe System with Movement & Place for Vulnerable Road Users, Heart Foundation Blueprint for an active Australia.\n",null,"How do I assess a street which does not allow access for motorised vehicles?"]
[null,null,null,"A street that does not allow access for motorised vehicles at any time will score 3 for those metrics which relate to motorised vehicle access – metrics 1, 2, 3, 4, 5, 6, 7 ,10, 11 and 18.\n\nHow does the scoring work?\nThe tool produces a score out of 100. Each metric is weighted for its role in each of the 10 Healthy Streets Indicators."]
[]
[null,null,null,"This table shows how the scores for each metric contribute to the overall score.\n"]
[null,"How do I choose which place on the street to score?\nFor metrics 1-3 you should be using traffic data for the weakest hour in a 24-hour period, or if you have the data for a week then the weakest hour in a week. \n",null,"The metrics which have a greater influence on human health and people’s willingness to walk, cycle and spend time in the street have higher weighting. The 10 Healthy Streets Indicators each contribute equally to the overall score.\n"]
[null,"\nFor metrics 4-12 you should identify the weakest point on the street for that metric and specify in the notes box the place you have identified as the weakest.\n\nFor metrics 13-18 you should be assessing the street as a whole, not identifying the weakest point on the street."]
[null,null,null,"How do I score metrics that are not applicable to my street?\n\nMetric 19 is only applicable to streets which have a bus service running on them, or planned if you are assessing a proposal for a new design. \n"]
[null,null,null,"All other metrics must be scored for all streets. Your Healthy Streets score will not be generated if you do not give a score for one or more of the metrics. If you think that a metric is not applicable to your street then read the ‘How to score’ guidance as this advises how to score in unusual circumstances and what the underlying issue is that the metric is trying to assess. If you are still not sure what score to give then you can email your enquiry to contact@healthystreets.com"]
[null,"How do I score a metric if I do not have the data I need?"]
[null,"Read the ‘how to score’ guidance for the metric. ‘Why this is important’ can help you in estimating the score if you do not have data. You need to clearly state in the notes box how you justified the score you gave the metric.\n"]
[null,"How do I combine scores? ",null,"How do I know my score is correct?"]
[null,"Do not combine scores to produce an average across a neighbourhood, longer stretch of street or portfolio of projects. Each Check result should be presented separately so that the strengths and weaknesses of each section of street are clear. Combining scores to produce an average hides both weaknesses and strengths identified in individual Checks.\n",null,"It is easy to make mistakes with this tool. You can reduce the risk by reading the ‘How to measure guidance’ carefully before you score each metric.\n\nIt is very important to then ask another designer or engineer who has used this tool to read your scores and your notes and look at the street or design you are assessing to check you have not made mistakes. \n"]
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[null,"How do I learn more about the Healthy Streets Approach?"]
[null,"Visit healthystreets.com for more information about the Healthy Streets Approach, other tools and resources available. If you cannot find what you need email contact@healthystreets.com",null,"How do I learn more about the Healthy Streets Indicators?"]
[null,null,null,"Go to healthystreets.com for a summary of each of the Indicators and to download the Qualitative Streets Assessment\n"]
[null,null,null,"How do I get more help with using this tool?"]
[null,null,null,"Email training@healthystreets.com to enquire about training opportunities"]

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[]
["How the score is generated"]
[]
[]
["Metric",null,"Everyone feels welcome","Easy to cross","Shade and shelter","Places to stop and rest","Not too noisy","People choose to walk and cycle","People feel safe","Things to see and do","People feel relaxed","Clean air"]
[1,"Traffic speed","•","•",null,null,"•","•","•",null,"•","•"]
[2,"Volume of motorised traffic","•","•",null,null,"•","•","•",null,"•","•"]
[3,"Mix of vehicles","•","•",null,null,"•","•","•",null,"•","•"]
[4,"Conflict between cycles and turning vehicles","•",null,null,null,null,"•","•",null,"•"]
[5,"Turning speeds at side-street intersections","•","•",null,null,null,"•","•",null,"•"]
[6,"Ease of crossing mid block","•","•",null,null,null,"•","•",null,"•"]
[7,"Priority of crossing at intersections","•","•",null,null,null,"•","•",null,"•"]
[8,"Quality of the footpath","•",null,null,null,null,"•",null,null,"•"]
[9,"Space for walking","•",null,null,"•",null,"•","•",null,"•"]
[10,"Appropriate separation of people walking from traffic","•",null,null,null,"•","•","•",null,"•"]
[11,"Space for cycling","•",null,null,"•",null,"•","•",null,"•"]
[12,"Lighting","•",null,null,null,null,"•","•",null,"•"]
[13,"Availability of drinking water","•",null,null,"•",null,"•","•","•","•"]
[14,"Public seating","•",null,null,"•",null,"•",null,"•","•"]
[15,"Cycle parking","•",null,null,"•",null,"•",null,null,"•"]
[16,"Shade for walking","•",null,"•",null,null,"•",null,"•","•"]
[17,"Shade for cycling","•",null,"•",null,null,"•",null,"•","•"]
[18,"Reducing through traffic","•","•",null,null,"•","•",null,null,"•"]
[19,"Bus stops","•",null,"•","•",null,"•",null,null,"•"]