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[null,"E N G L A N D "]
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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 in 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 local standards. 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. "]
[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 are 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 generated 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 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 also 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 England. It has been made with designers, engineers, policy makers and public health specialists in England to ensure it suits this context. It has been tested with designers and engineers in local authorities 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. These are usually the streets within a settlement boundary but the tool can be applied to streets outside of the settlement boundary if you are looking to change their design to improve the walking and cycling experience on those streets.\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’ guidance on every metric. You may 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,"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 junction. There are five metrics specifically for assessing junctions."]
[null,"First complete the Project sheet with basic information on the check you will be doing.\n\nThen score every metric 3, 2, 1 or 0 in the ‘existing layout’ column. Every metric needs a score before the final 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.\n\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,null,null,"For existing streets, you will need traffic data: \n•\t 85th percentile peak hour speed;\n"]
[null,null,null,"•\t peak hour volume and vehicle classification; and\n•\t 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 footway and carriageway surface 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.\n\nWhen assessing a proposed design, you can take the information from the plans.\n\nIf data is not available, you can make an estimate and explain your reasoning in the notes box for each metric."]
[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 and your Healthy Streets score will be generated.\n"]
[null,"What do the results mean?",null,"How do I present the results?"]
[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,"The image on the results page is the easiest way to present your results. The 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,"\nThis table shows how the scores for each metric contribute to the overall score."]
[null,"\nThe 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."]

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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 junction",null,null,null,null,null,null,"Name of street at end junction"]
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[null,"Date of check",null,null,null,null,null,null,"Responsible Highway Authority"]

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["Scoring"]
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["Metrics",null,"Score",null,null,null,"How to measure this?","Existing layout","Notes","Proposed layout","Notes"]
[null,null,3,2,1,0]
[1,"Motorised vehicle speed","When motorised traffic is travelling at its fastest the majority of vehicles are travelling below 20 mph\n","When motorised traffic is travelling at its fastest the majority of vehicles are travelling 20-25mph","When motorised traffic is travelling at its fastest the majority of vehicles are travelling 25-30mph","When motorised traffic is travelling at its fastest the majority of vehicles are travelling at 30 mph+","info"]
[2,"Volume of motorised traffic","There are 199 or fewer  vehicles in the peak hour (both directions)","There are 200-499 vehicles in the peak hour (both directions)","There are 500-999 vehicles in the peak hour (both directions)","There are more than 1000 vehicles in the peak hour (both directions)\n","info"]
[3,"Mix of vehicles","No large vehicles use the street","The proportion of large vehicles is less than 2% of motorised traffic in the peak hour\n","The proportion of large vehicles is 2-5% of motorised traffic in the peak hour","The proportion of large vehicles is greater than 5% of motorised traffic in the peak hour","info"]
[4,"Cycle safety at junctions","Assessing the poorest performing junction for cycle safety, 80% or more of all movements are assessed as green under the Junction Assessment Tool (LTN 1/20)\n","Assessing the poorest performing junction for cycle safety, 50-79% of all movements are assessed as green under the JAT","Assessing the poorest performing junction for cycle safety, there are no red scores under the JAT","A red score under the JAT  has been found on one or more of the movements at any of the junctions on the street","info"]
[5,"Ease of crossing side roads","The weakest side road has a narrow, tight junction geometry such that a turning motorised vehicle must slow down to less than 10 mph and raised table/continuous footway at the entrance\n","The weakest side road has a narrow, tight junction geometry such that a turning motorised vehicle must slow down to less than 10 mph but instead of a raised table at the entrance it has dropped kerbs","The weakest side road has dropped kerbs and these are on the desire line or a raised table/continuous footway ","The weakest side road is missing at least 1 dropped kerb or dropped kerbs are not on the desire line","info"]
[6,"Ease of crossing between junctions","See table for scoring crossing facilities between junctions\n","See table for scoring crossing facilities between junctions\n","See table for scoring crossing facilities between junctions\n","See table for scoring crossing facilities between junctions\n","info"]
[7,"Priority of crossing at junctions\n","See table for scoring junctions","See table for scoring junctions","See table for scoring junctions","See table for scoring junctions","info"]
[8,"Navigation of crossings for people with visual impairments","At the weakest crossing there is tactile paving on both sides of the crossing, it has the correct design and correct materials","At the weakest crossing there is tactile paving on both sides of the crossing, it has the correct design but incorrect materials","At the weakest crossing there is tactile paving on both sides of the crossing but it is made from the wrong materials or is an incorrect design\n","At the weakest crossing there is no tactile paving on at least one side of the crossing","info"]
[9,"Quality of the footway surface","At the weakest point on the street there is a smooth, non-slip surface","At the weakest point on the street there are a few minor defects","At the weakest point on the street there are many minor defects","At the weakest point on the street there is at least one major defect (a level difference of 15mm or more) \n","info"]
[10,"Space for walking","At peak times for pedestrians and the narrowest point:\nThere is 2m or more clear width for walking in quiet locations (flows of <600 pedestrians an hour)\nOR\nThere is 2.5m or more clear width for walking in moderately busy locations (flows of 600-1200 pedestrians an hour)\nOR \nThere is 3m or more in busy locations (flows of >1200 pedestrians an hour)","At peak times for pedestrians and the narrowest point:\nThere is 2-2.5m clear width for walking in moderately busy locations (flows of 600-1200 pedestrians an hour)\nOR\nThere is 2.5-3m clear width for walking in busy locations (flows of >1200 pedestrians an hour)","At peak times for pedestrians and the narrowest point:\nThere is 1.5-2m clear width for walking in quiet or moderate locations (flows of <1200 pedestrians an hour)\nOR\nThere is 2-2.5m clear width for walking in busy locations (flows of >1200 pedestrians an hour)","Regardless of the peak pedestrian flow, at the narrowest point\nthere is less than 1.5m clear width for walking","info"]
[11,"Quality of the carriageway surface","At the weakest point on the street there is an even and smooth, skid resistant surface","At the weakest point on the street there are a few minor defects","At the weakest point on the street there are many minor defects","At the weakest point on the street there is at least one major defect (a level difference of 20mm or more) \n","info"]
[12,"Space for cycling","At the weakest point the cycle lanes and tracks provided exceed desirable minimum widths\n\nIn locations where on-carriageway cycling is appropriate: at no point is the lane 3.2-3.9m wide and at the weakest point, traffic lanes exceed desirable minimum widths","At the weakest point the cycle lanes and tracks provided meet desirable minimum widths\n\nIn locations where on-carriageway cycling is appropriate: at no point is the lane 3.2-3.9m wide and at the weakest point, traffic lanes meet desirable minimum widths","At the weakest point the cycle lanes and tracks provided do meet absolute minimum widths at constraints but do not meet desirable minimum widths\n\nIn locations where on-carriageway cycling is appropriate: at no point is the lane 3.2-3.9m wide and at the weakest point, traffic lanes do meet absolute minimum widths but do not meet desirable minimum widths\n","At the weakest point the cycle lanes and tracks provided do not meet absolute minimum widths\n\nIn locations where on-carriageway cycling is appropriate: at the weakest point, traffic lane does not meet absolute minimum widths or traffic lane is 3.2-3.9m wide","info"]
[13,"Public seating","Assessing the full length of the street, the longest distance between public seats is less than 100m \n","Assessing the full length of the street, the longest distance between public seats is  100m to 199m","Assessing the full length of the street, the longest distance between public seats is 200m to 500m ","Assessing the full length of the street, the longest distance between public seats is more than 500m","info"]
[14,"Cycle parking","Assessing the full length of the street, cycle parking exceeds demand and has step-free access\n","Assessing the full length of the street, cycle parking exceeds demand","Assessing the full length of the street, cycle parking meets demand","Assessing the full length of the street, cycle parking does not meet demand","info"]
[15,"Trees","Assessing the full length of the street, there are trees along the full length of both sides of the street","Assessing the full length of the street, there are trees along at least 50% of the full length of both sides of the street","Assessing the full length of the street, there are trees on this street but less than 50% of the full length of both sides of the street has tree planting\n","Assessing the full length of the street, there are no trees on the street","info"]
[16,"Green infrastructure","Assessing the full length of the street, at least three green infrastructure features on the full length of the street\n","Assessing the full length of the street, two green infrastructure features on the full length of the street","Assessing the full length of the street, only 1 green infrastructure feature on the full length of the street","Assessing the full length of the street, there is no green infrastructure in the public realm","info"]
[17,"Lighting","Assessing the full length of the street, street lighting provides continuous lighting of all the footway on both sides of the street\n","Assessing the full length of the street, street lighting provides  intermittent lighting of the footway on both sides of the street ","Assessing the full length of the street, street lighting provides  intermittent lighting of the footway on one side of the street ","Assessing the full length of the street, there is no street lighting over the footways on this street","info"]
[18,"Reducing convenience of driving short journeys","Assessing the street as a whole there is no through-movement for private motorised traffic at all times","Assessing the street as a whole there is no through-movement for private motorised traffic at certain times","Assessing the street as a whole, there are no restrictions on through movement for private motorised traffic but there are parking restrictions.","Assessing the street as a whole, there are no restrictions  on through movement for private motorised traffic and there are no parking restrictions\n","info"]
[null,null,null,null,null,"Are there any bus services running on this street? Yes/No"]
[19,"Bus stops","Assessing the weakest bus stop, there 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 50% of peak customers, step free access (and safe crossing of any cycle paths to access the stop)","Assessing the weakest bus stop, there 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 customers, step free access (and safe crossing of any cycle paths to access the stop)\n","Assessing the weakest bus stop, the bus stop has seating and rain and sun protection for at least 4 customers","Assessing the weakest bus stop, the bus stop does not have seating and rain and sun protection for at least 4 customers","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 junction"]
[null,{"$f":"Project!B15","v":0}]
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[null,"Name of street at end junction"]
[null,{"$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",{"$f":"IF(Calculator!C25=0, Calculator!C24, \"\")","v":""},{"$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,{"$f":"IF(Scoring!H14<>\"\", Scoring!H14, \"-\")","v":"-"},null,"-",{"$f":"C10","v":"-"},null,null,null,"-",{"$f":"C10","v":"-"},null,"-"]
[null,9,{"$f":"IF(Scoring!H15<>\"\", Scoring!H15, \"-\")","v":"-"},null,"-",null,null,null,null,"-",null,null,"-"]
[null,10,{"$f":"IF(Scoring!H16<>\"\", Scoring!H16, \"-\")","v":"-"},null,{"$f":"C12","v":"-"},null,null,{"$f":"C12","v":"-"},null,{"$f":"C12","v":"-"},{"$f":"C12","v":"-"},null,{"$f":"C12","v":"-"}]
[null,11,{"$f":"IF(Scoring!H17<>\"\", Scoring!H17, \"-\")","v":"-"},null,{"$f":"C13","v":"-"},null,null,null,{"$f":"C13","v":"-"},"-",{"$f":"C13","v":"-"},null,"-"]
[null,12,{"$f":"IF(Scoring!H18<>\"\", Scoring!H18, \"-\")","v":"-"},null,{"$f":"C14","v":"-"},null,null,{"$f":"C14","v":"-"},null,{"$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":"-"},null,{"$f":"C15","v":"-"},{"$f":"C15","v":"-"}]
[null,14,{"$f":"IF(Scoring!H20<>\"\", Scoring!H20, \"-\")","v":"-"},null,"-",null,null,{"$f":"C16","v":"-"},null,"-",null,null,"-"]
[null,15,{"$f":"IF(Scoring!H21<>\"\", Scoring!H21, \"-\")","v":"-"},null,"-",null,{"$f":"C17","v":"-"},null,null,"-",null,{"$f":"C17","v":"-"},"-"]
[null,16,{"$f":"IF(Scoring!H22<>\"\", Scoring!H22, \"-\")","v":"-"},null,"-",null,null,null,null,"-",null,{"$f":"C18","v":"-"},"-"]
[null,17,{"$f":"IF(Scoring!H23<>\"\", Scoring!H23, \"-\")","v":"-"},null,"-",null,null,null,null,"-",{"$f":"C19","v":"-"},null,"-"]
[null,18,{"$f":"IF(Scoring!H24<>\"\", Scoring!H24, \"-\")","v":"-"},null,"-",{"$f":"C20","v":"-"},null,null,{"$f":"C20","v":"-"},"-",{"$f":"C20","v":"-"},null,{"$f":"C20","v":"-"},{"$f":"C20","v":"-"}]
[null,19,{"$f":"IF(Scoring!H25=\"Yes\", IF(Scoring!H26<>\"\", Scoring!H26, \"-\"), \"\")","v":""},null,"",null,{"$f":"C21","v":""},{"$f":"C21","v":""},null,"",null,null,{"$f":"C21","v":""}]
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[null,"Total",{"$f":"SUM(E23:N23)","v":0},null,{"$f":"SUM(E3:E21)","v":0},0,0,0,0,0,0,0,0,0]
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[]
[]
[null,"Question","Proposed Layout Score",null,"Everyone feels welcome","Easy to cross","Shade and shelter","Places to stop and rest","Not too noisy","People choose to walk and cycle","People feel safe","Things to see and do","People feel relaxed","Clean air"]
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[]
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["People feel relaxed",{"$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,"Motorised vehicle 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."]
[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 travellling 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.\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","You should use traffic count data from the hour with the highest proportion of large vehicles. Large vehicles are typically classified as LGV, OGV1, OGV2 and Public Service Vehicles."]
[4,"Cycle safety at junctions","When people driving make turns at junctions 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 junctions. At traffic light controlled junctions people cycling can be given a separate phase to the turning motorised vehicles. At all junctions the speed of motorised vehicles can be reduced by raising and narrowing the space for turning. At all junctions the number of turning vehicles can be reduced with banned turns, one way, no-through roads and vehicle restrictions.","To measure this assess every junction on the street and score the junction with the least mitigation measures in place.\nRefer to the Junction Assessment Tool (JAT) which is Appendix B of LTN 1/20, Cycling Infrastructure Design. The JAT allows the designer to assess and score each movement for each arm of a junction. "]
[5,"Ease of crossing side roads","When vehicles can turn at speed at junctions 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 junctions.\nWhen people walking along a street begin to cross a side road they have right of way over turning motorised vehicles. This right of way can be supported and reinforced through the design of side road entrances\ne.g. raised tables and tight radii. This make it less effortful especially those with pushchairs, wheelchairs or wheeled luggage.It also prompts the person driving to give attention to the people crossing. Raised tables also reduce the risk of puddles that commonly form at dropped kerbs.","To measure this visit the street and assess every junction you encounter as you walk along each side of the street. You must score the poorest performing junction, do not make a general assessment across all the junctions. To score 3 you would need every side road junction to have a narrow, tight geometry and raised table. \nA person walking along a footway should not need to deviate to their left to cross at the junction at the dropped kerb, if they do then the dropped kerb is not on the desireline.\nIf there is an entrance to a commercial premises e.g. office block or supermarket or private premises e.g. driveway this should be included and assessed as a side road entrance. If there is a dropped-kerb but it is not flush it should be assessed as a defect in metric 9."]
[6,"Ease of crossing between junctions","It is important for people to be able to easily cross streets between junctions, this reduces the effort of walking especially for people with mobility impairments, improves convenience and social connections. ","This metric is not for assessing ease of crossing side roads for people walking along the street. Metric 5 is for measuring ease of crossing side roads.\nThis metric is not for scoring crossing the carriageway of the street you are assessing at the junctions. Metric 7 is for scoring crossing the carriageway of the street you are assessing at junctions.\n\nThis measures ease of crossing the stretches of street between each junction.\nFirst you need to identify every section of carriageway that falls between junctions. 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 junctions.\nScore the weakest performing section in relation to the provision for 'mid block' crossings using the scoring table provided.\nIf the distance between two junctions is below 100m then you can exclude that section of street from your assessment. If the full length of the street you are assessing is below 100m you can score it 3.\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.\n","If you are designing a crossing there are many important factors to consider including desire lines, accommodating the peak flow of people crossing and visibility e.g. an 85th percentile speed of 30 mph would normally require a minimum forward visibility of 50m.\n\n\n"]
[7,"Priority of crossing at junctions","People need the choice to be able to safely, directly and conveniently cross the street at every junction.","This metric is not for assessing ease of crossing side roads for people walking along the street you are assessing. Metric 5 is for measuring ease of crossing side roads.\nThis metric is for scoring crossing the carriageway of the street you are assessing at the junctions.\n\nTo measure this, identify every junction on the street (excluding the side roads you assessed for metric 5) and score the weakest performing arm of the weakest performing junction. Do not make a general assessment of the average of all junctions on this street.\n","If you are designing a new crossing there are many important factors to consider including desire lines, accommodating the peak flow of people crossing and visibility e.g an 85th percentile speed of 30 mph would normally require a minimum forward visibility of 50m. For detailed guidance on design of crossings see Chapter 6 of the Traffic Signs Manual.\n"]
[8,"Navigation of crossings  for people with visual impairments","For people with visual impairments the correct use of tactile paving at crossings can be a critical factor in their confidence to walk.","Do not make a general assessment of all crossings, you are looking for the poorest performing crossing point. To measure this assess every crossing on the street. This includes formal crossings of the carriageway between junctions, at junctions and crossing side roads. Identify the the crossing point with the poorest provision of tactile paving and score this. \n","To assess whether the design and materials are correct refer to the most recent national guidance. Pay particular attention to colour and tonal contrast as these are important elements to the design."]
[9,"Quality of the footway surface","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 pavements. It is also very important for making it easy to use mobility aids, wheeled luggage, pushchairs and wheelchairs. Even very small level differences on the footway can cause people to trip and fall.\n","To assess this you need to visit the street and inspect the footways along both sides of the street for level differences (e.g. due to cracked or uneven pavers, raised tree roots, non-flush dropped kerbs).\nYou are assessing the weakest place on the street, not making a general assessment of the footways overall. Find the poorest section of footway surface and assess it for defects.\nIf there is anywhere on the street where the footway stops and there is a step down and up e.g. at a driveway cross-over score 0. If there is only footway on one side of the street score 0 unless there are no buildings or facilities on the side of the street without a footway e.g. a road bridge or flyover.","If you are planning which materials to use in a footway surface consider how easily that material can be maintained, replaced or patched to reduce the likelihood of trip hazards developing over time."]
[10,"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. The walking space can be narrowed by street furniture such as benches, bins, signposts, lamp posts and cars parked on the footway. \nIf there is any part of the footway has a clear width for walking below 1.5m then score 0.\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. If the narrowest clear wdith for walking is 1.5m or more then you need to know, for the hour when there is the highest number of people walking, how many people are walking. You do not need a precise figure to score this metric, you should be able to do a peak hour count of people walking to enable you to score it.\n"]
[11,"Quality of the carriageway surface","This metric is assessing the risk people cycling being destabilised and people tripping when crossing the street. A poor quality carriagway will also contribute to noise pollution and can be dangerous as people driving and cycling make sudden manoeuvres to avoid defects.","To assess this you need to visit the street and inspect the carriageway. Look for cobbles, grates, manhole covers, utility covers and speed cushions in poor repair as well as broken and uneven asphalt.  \nYou are assessing the weakest place on the street, you are not making a general assessment of the carriageway overall. It does not matter where on the carriageway the defect is found, include all defects even those not perceived to be on the 'desire line' for people cycling.\nFind the poorest point on the carriageway surface and assess it for defects.\nSunken or raised utlity covers are a common defect that can destablilise people cycling, particularly when wet.\nIf localised flooding of sections of the carriageway are known then treat these as a major defect and score 0.\n\n","If you are planning which materials to use in carriageway surface consider how easily that material can be maintained, replaced or patched to reduce the likelihood of hazards developing over time."]
[12,"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 deliveries, need more space. ","To measure this metric use the guidance in LTN 1/20, particularly chapters 5, 6 and 7 and refer to tables 5.2 and 7.2’. There are many design issues to consider in ensuring safe space for cycling including in relation to facilities such as bus lanes and stops. Guidance is provided in LTN 1/20. 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. Cobbled strips and guttering are not part of the effective width, you should measure from the outside of edge of kerbside obstructions.\nIf there is car parking alongside the cycle track or nearside general traffic lane 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 be cycling 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 metres.\nIf the street does not have line markings defining the lanes then measure the available space for cycling 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.\n"]
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[13,"Public seating","People need places to sit down in streets throughout life, to take a rest, meet, wait, 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 incude 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 e.g. offices 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 have fallen into disrepair so that they are unusable.\nIf the section of street you are assessing is less than 500m long then identify where the next available public seating is if you were to continue in either direction. If it is more than 500m in either direction from the centre of the street you are assessing score 0. \n"]
[14,"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 you will have to make a judgement on what the demand is. Be mindful that even on residential streets there can be visitors by cycle who will need somewhere secure on the street to lock their cycle. \nTo score 3 the cycle parking needs step-free access within 10m. For example a dropped kerb at a junction close to cycle parking would provide the step-free access.\nYou can assess whether the cycle parking meets demand by seeing how well the existing cycle parking is used at peak times and also looking for fly-parked cycles in the area.\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","For further guidance on the volumes, types and distances between cycle parking facilities see Chapter 11 of LTN 1/20. In particular note the importance of providing suitable parking for people with non-standard cycles so that, for example, those using cycles for carrying loads or as mobility aids can secure their cycle."]
[15,"Trees","All people need shade from the sun, particularly at the height of summer and at the height 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.\nBeyond shade, trees can contribute to making streets feel more relaxing and attractive.\n","To assess this, walk the full length of both sides of the street. You are assessing the proportion of the whole length of the street that has trees for this metric, not the weakest point. Do not include trees on a central reservation or the centre of a roundabout if these are not providing shade to the footways.\nDo not include trees on private ground, only trees in the public realm."]
[16,"Green Infrastructure","Streets which have been designed to incorporate good quality plants are generally more relaxing, attractive and interesting to people. Plants can help to reduce localised flooding and support wildlife. Good design is key, it must be designed into spaces to ensure that it is improving the Healthy Streets Indicators in the round e.g. not reducing the essential space for walking or creating trip hazards.","To measure this assess the full length of the street to identify how many green infrastructure features are eligible for inclusion in your count.\nFeatures you can include must be within the public realm, not on private property e.g. do not include boundary hedges to front gardens. \nEligible features in the public space are: planted SUDs, planters, planted parklets, hedges, green walls, rain gardens, planted tree pits, green walls, flowerbeds, grassed areas.\nFor a score of 3 the features counted on the street do not need to be different e.g. there could be 3 planters or 3 planted tree pits.\n"]
[17,"Lighting","For people to be able to walk at dusk and after dark they need a well lit path. Lighting contributes to people feeling safe and relaxed when walking after dark. ","To assess this metric you will need to visit the street after dark ideally to identify the weakest area of lighting of the footway. You are assessing the proportion of the whole length of the street that has lit footways for this metric, not the weakest point. If there is only footway on one side of the street you can only score 1 or more if there are no buildings or facilities on the side of the street without a footway i.e. you are treating the one side of the street that has a footway as the whole walking space.\nIf there is intermittent lighting along the street on both sides of the street i.e. lighting of a section of one side and then a section of the other side score 2.\nTo score 3 there should not be any areas of darkness between street lights, the footway should be evenly lit along its length.\n"]
[18,"Reducing convenience of driving short journeys ","The more permeable a street network is for motorised vehicles, 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. Furthermore, the people who are walking, cycling and spending time on streets are impacted by excess negative effects of motorised vehicle use: noise, pollution, road danger etc.","This is a measure of the street you are assessing, not access to or parking restrictions of streets connected to this street.\nThis is not an assessment of access through the street by refuse vehicles, emergency services and public transport vehicles, only private motorised vehicles. So access to these Public service vehicles can be maintained and still score 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."]

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["How to score crossings"]
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["Metric 6 Ease of crossing between junctions*"]
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["Facility type",null,"3 points","2 points","1 point","0 points"]
["Un-signalised","Level surface for footways and carriageway","Level surface for maximum one lane width and metric 1 'motorised vehicle speed' scores 3","Level surface for maximum 1 lane in each direction and metric 1 'motorised vehicle speed' scores 3","Level surface for maximum one lane width and metric 1 'motorised vehicle speed' scores below 3","No crossing facility or pedestrian refuge provided between junctions or does not meet threshold to score 1 point"]
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[null,"Zebra / Parallel crossing","Crossing no more than one lane in each direction and crossing is raised","Crossing no more than one lane in each direction and not-raised and metric 1 'motorised vehicle speed'scores 3","Crossing no more than one lane in each direction and not-raised and metric 1 'motorised vehicle speed' scores 2 or 1"]
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[null,"Unsignalised, pedestrian refuge","-","-","Step free access to a 2m+ wide pedestrian refuge crossing and no more than one lane in each direction and metric 1 'motorised vehicle speed' scores 3 or 2"]
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["Signalised","Signalised crossing","Step-free one-stage crossing and maximum wait time for green signal is 15 seconds.","Step-free one-stage crossing and wait time for green signal is more than 15 seconds.","Step-free two- or more stage crossing.","Not step free."]
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["* Remember you are scoring the weakest section of the street between junctions. If there is any section of the street without a 'mid-block' crossing score zero"]
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["Metric 7 Priority of crossing at junctions*"]
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["Facility type",null,"3 points","2 points","1 point","0 points"]
["Un-signalised","Level surface for footways and carriageway","Level surface for maximum one lane width and metric 1 'motorised vehicle speed' scores 3","Level surface for maximum 1 lane in each direction and metric 1 'motorised vehicle speed' scores 3","Level surface for maximum one lane width and metric 1 'motorised vehicle speed' scores below 3","No crossing facility or pedestrian refuge provided between junctions or does not meet threshold to score 1 point"]
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[null,"Zebra / Parallel crossing","Crossing no more than one lane in each direction and crossing is raised","Crossing no more than one lane in each direction and not-raised and metric 1 'motorised vehicle speed'scores 3","Crossing no more than one lane in each direction and not-raised and metric 1 'motorised vehicle speed' scores 2 or 1"]
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[null,"Unsignalised, pedestrian refuge","-","-","Step free access to a 2m+ wide pedestrian refuge crossing and no more than one lane in each direction and metric 1 'motorised vehicle speed' scores 3 or 2"]
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["Signalised","Signalised crossing","Step-free one-stage crossing and maximum wait time for green signal is 30 seconds.","Step-free one-stage crossing and wait time for green signal is more than 30 seconds.","Step-free two- or more stage crossing.","Not step free."]
[]
["* This table is for scoring the weakest arm of the weakest crossing of the carriageway of the street you are assessing"]

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[null,"Help"]
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[]
[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 ‘About’ sheet, all of the ‘How to measure’ guidance and the ‘Help’ sheet 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.",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 junction in every section of the street. There are five 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."]
[null,"\nHow do I measure ease of crossing?\nThere are four metrics which relate to people walking across junctions and one metric for people cycling across junctions. Before you start your assessment, you may find it helpful to identify which crossings each metric applies to. Metric 4 should be applied to all junctions using the Junction Assessment Tool in the DfT LTN 1/20 Cycle Infrastructure design guidance. Metric 5 should be applied to side-road entrances that you would cross as you walked along the footway 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 junctions. Identify all the junctions on the street and look for the mid-block crossing facilities between each junction. If there is any section of the street between junctions where there is no crossing facility you score the metric 0. Metric 7 should be applied to crossing the carriageway in either direction at junctions. To assess metric 7, you should exclude the side road crossings you assessed for metric 5. You need to assess all other junction crossings on the street and score the weakest one. Metric 8 should be applied to every crossing point including the side roads included in metric 5 but excluding private entrances to car parks that are included in metric 5."]
[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"]
[null,null,null,"Where do the metrics come from?"]
[null,null,null,"The metrics were developed by a group of designers, engineers, policy makers and public health specialists in the UK. 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.\n"]
[null,null,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 will score 3 for those metrics which relate to motorised vehicle access – metrics 1, 2, 3, 4, 5, 6, 7 ,8 and 18.\n"]
[null,null,null,"How does the scoring work?"]
[null,null,null,"The tool produces a score out of 100. Each metric is weighted for its role in each of the 10 Healthy Streets Indicators. "]
[null,"How do we include e-scooters?",null,"This table shows how the scores for each metric contribute to the overall score."]
[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,"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,"This scoring seems really harsh, what is it based on?"]
[null,"This scoring is not assessing whether the street meets existing design standards. It is assessing the extent to which the street supports people to walk, cycle, access public transport and spend time there. 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. This 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. Department for Transport guidance used to inform the development of these metrics includes: LTN 1/20 Cycle Infrastructure design guidance; Guidance on the use of tactile paving surfaces; Inclusive Mobility: Making transport accessible for passengers and pedestrians; Inclusive Transport Strategy; Chapter 6 of Traffic Signs Manual, Manual for Streets and Manual for Streets 2. Also, the Equality Act 2010 (Amendment Disabled Access) Bill.\n\n",null,"How do I score metrics that are not applicable to my street?"]
[null,null,null,"Metric 19 is only applicable to streets which have a bus service running on them, or planned in a proposal for a new design. \n\nAll 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 measure’ 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"]
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[null,null,null,"How do I know my score is correct?"]
[null,null,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.  "]
[null,"How do I choose which place on the street to score?"]
[null,"For 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\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,"\nHow do I learn more about the Healthy Streets Approach?"]
[null,null,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\n"]
[null,null,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,"How do I score a metric if I do not have the data I need?",null,"Email training@healthystreets.com to enquire about training opportunities"]
[null,"Read the ‘How to measure’ 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,"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"]

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["How the score is generated"]
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["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,"Motorised vehicle speed","•","•",null,null,"•","•","•",null,"•","•"]
[2,"Volume of motorised traffic","•","•",null,null,"•","•","•",null,"•","•"]
[3,"Mix of vehicles","•","•",null,null,"•","•","•",null,"•","•"]
[4,"Cycle safety at junctions","•",null,null,null,null,"•","•",null,"•"]
[5,"Ease of crossing side roads","•","•",null,null,null,"•","•",null,"•"]
[6,"Ease of crossing between junctions","•","•",null,null,null,"•","•",null,"•"]
[7,"Priority of crossing at junctions","•","•",null,null,null,"•","•",null,"•"]
[8,"Navigation of crossings for people with visual impairments","•","•",null,null,null,"•","•",null,"•"]
[9,"Quality of the footway surface","•",null,null,null,null,"•",null,null,"•"]
[10,"Space for walking","•",null,null,"•",null,"•","•",null,"•"]
[11,"Quality of the carriageway surface","•",null,null,null,"•","•","•",null,"•"]
[12,"Space for cycling","•",null,null,"•",null,"•","•",null,"•"]
[13,"Public seating","•",null,null,"•",null,"•",null,"•","•"]
[14,"Cycle parking","•",null,null,"•",null,"•",null,null,"•"]
[15,"Trees","•",null,"•",null,null,"•",null,"•","•"]
[16,"Green infrastructure","•",null,null,null,null,"•",null,"•","•"]
[17,"Lighting","•",null,null,null,null,"•","•",null,"•"]
[18,"Reducing convenience of driving short journeys","•","•",null,null,"•","•","•",null,"•","•"]
[19,"Bus stops","•",null,"•","•",null,"•",null,null,"•"]