Final scores methodology

For each of the indicators, the maximum and minimum data point was identified and a figure in the range of 0 to 1 was apportioned to the performance of each borough in terms of where it sits in the range between 0 and 1 (where 1 represents the best performance by a borough for that indicator in terms of Healthy Street performance, and 0 the least good performance by a borough for that indicator).

This method of using a range from 0 to 1 has been selected so that no borough can perform extremely well or poorly in relation to any single indicator. This was a danger where, for example, variation from the average was chosen as the way of developing the index.

In the case of eight of the ten indicators (Modeshare, Active Travel, LTNs, 20mph, CPZ Coverage, Length of Protected Cycle Track, Schools Provision and Bus Priority) and half of the Car Ownership indicator (Households with no car), the higher the raw data score the better the performance and thus the higher the resulting index score. In the case of one indicator, Road Casualties and half of the Car Ownership indicator (Cars per household), a lower score in the raw data was deemed a better score in relation to the Healthy Streets Scorecard. For these latter indicators, therefore, the lowest raw data scores gained the highest Index scores.

For the Active Travel Indicator, the indicator score has been divided equally between the Walking score and the Cycling score so that each has a weighting of 0.5. Similarly, for the Road Casualties Indicator (divided equally between Pedestrian KSIs and Cyclist KSIs)*, Car Ownership Indicator (divided equally between Cars per household and Households with no car) and the Schools Provision Indicator (divided equally between STARS and School Streets).

* The Road Collision Casualty indicator uses a different approach from 2021 (prior to 2021, calculations combined pedestrian and cyclist KSIs, from 2021 these have been separated, and 2019 & 2020 scores retrospectively recalculated).