Active commuting to and from school and BMI in elementary school children-preliminary data

Active School Commuting in School Children: A Narrative Review of Current Evidence and Future Research Implications

Active school commuting (ASC) has been proposed as a practical way to inculcate positive physical activity habits in children. This paper reviews the current evidence regarding ASC among children, highlights advances in research techniques and existing limitations in the field, and outlines future implications for research and promotion. A comprehensive literature search was conducted to identify English language studies on ASC among children aged 6-12 years, followed by a narrative review. ASC has witnessed a global decline, despite evidence of its contribution to physical activity levels. Context-dependent factors such as commuting distance and parental safety concerns are consistently identified as key determinants of ASC. Several promising interventions have been identified. Despite the limitations in intervention scope and quality, notable advancements in research techniques, such as multilevel regression and agent-based modelling, have been identified. Effective promotion of ASC to tackle childhood physical inactivity requires collaborative efforts among schools, parents, and the government, and should be tailored to address multilevel determinants within the local context. Future research should leverage recent advancements in research techniques to develop effective promotion strategies, while considering the context-dependent nature of ASC behaviours and addressing existing limitations, including the lack of standardised definitions and limited geographical and age coverage.

The health benefits of bicycling to school among adolescents in China: A propensity score matching study

Background

A large number of high-income countries are now promoting active commuting to school as an opportunity for adolescents to increase physical activity (PA) and improve their health. Few studies have examined the multiple benefits of active travel to school among adolescents in developing countries, especially in China. Hence, this study aims to estimate the effects of bicycling to school on adolescents' subjective health, physical health, and sickness absence.

Methods

Self-reported and cross-sectional data from 6,353 school-aged children (12-19 years old) in the 2014-2015 China Education Panel Survey (CEPS2014-2015) were used. The independent variable was a binary, self-reported indicator of whether children bicycled to school. The dependent variables included subjective health (self-reported health, mental stress), physical health (BMI, kidney disease, lung disease, heart disease, brain disease, upper limb fracture, lower limb fracture, and sickness frequency), and sickness absence. Propensity score matching (PSM) was used to estimate the causal effects of bicycling to school on adolescents' health.

Results

Bicycling to school positively affects both subjective and physical health. Those students who biked to school were associated with a higher self-rated health status, a healthier weight, a lower level of mental stress, and a lower risk of developing brain diseases. No significant relation is found between bicycling and sickness frequency, and sickness absence. Moreover, we separately compared the bicycling group with the walking group and the non-active travel group. There is still evidence that cycling is beneficial for students. Compared with walking to school, cycling to school resulted in a higher self-rated health score and a lower mental stress score. Physically, students who bicycled to school were less likely to be absent from school and suffer from kidney and brain diseases than students who walked to school. However, we do not find a significant difference in health outcomes from cycling compared to non-active modes of transportation. Further, differentiation of the health effects of bicycling across living areas shows that health effects are more pronounced for those living in edge and rural areas.

Conclusion

These findings provide evidence of the value of promoting bicycling to school in improving various adolescents' health outcomes in transitional China.

Associations among Active Commuting to School and Prevalence of Obesity in Adolescents: A Systematic Review

Active commuting to school (ACS) seems to be one of the means to increase physical activity (PA) levels in youth, but it is unclear if ACS reduces the prevalence of obesity, protecting and improving their health. Most of the previous research has been conducted on children or youth (i.e., children with adolescents together), and there is a paucity of research in adolescents only. The purpose of this review was to assess the association between ACS with overweight/obesity parameters in adolescents aged 11 to 19 years. We used PubMed, WOS and SPORTDiscus as electronics databases. All steps of the process followed the recommendations of the PRISMA flow-diagram. Fifteen articles (68.18%) found a consistent association between ACS and body composition and seven studies (31.82%) showed no differences in body composition between active and passive commuters to school. Fourteen studies observed that active commuters to school had a more favorable body composition and one study reported that ACS was associated with unfavourable body composition. ACS could be the steppingstone to improve PA promotion in adolescence but whether ACS is associated with improved body composition and prevention of obesity requires further research.

The role of family, school and neighbourhood in Explaining Inequalities in Physical Activity Trajectories between age 9 and 18

Differentials in physical activity (PA) between social and economic groups has been shown to contribute significantly to social gradients in health and life expectancy, yet relatively little is known about why differentials in PA emerge. This paper uses longitudinal data on a nationally representative sample of 6,216 young people aged between 9 and 18, from Ireland, to measure the role of family, school and neighbourhood level factors in accounting for differentials in PA trajectories between groups of young people, defined by level of maternal education, whilst adjusting for the individual characteristics of the young person (sex, age, personality, body mass index and health-status). Levels of PA fall significantly across the sample between 9 and 18, and the decline in PA is larger for the children of lower educated mothers. We find a clear gradient in PA at each age by maternal education for both males and females. Descriptive analyses found social gradients in the majority of our risk factors. Using multi-level, linear spline regression models to decompose differentials between groups, we find that family-level mechanisms account for the biggest proportion of the differential in PA for both males (50.8%) and females (35.1%). Differences in income across maternal education categories accounted for 24.1% of the differential for males and 14.7% among females, making it the second most effective mechanism in explaining the social patterning of PA. Neighbourhood-level processes resulted in a modest reduction in the same differential, while school level processes had the effect of equalising differences in PA across maternal education groups.

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The potential social determinants of inequalities in physical activity were outlined.

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The role of family, school and neighbourhood in explaining these inequalities was quantified.

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The cumulative effect of social environment was observed over a 10-year period.

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Family-level characteristics were identified as the most effective explanatory mechanism.

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Highly educated mothers were observed to be enrolling their children in organised sport.

The Contribution of Walking to School in Students' Physical Activity and Its Effect on Being Overweight

Results

The findings of this research showed that being overweight is a concerning issue even in a small-sized and lightly populated city such as Bandar-Turkmen, Iran. Most students (90%) did not perform the required minimum daily activity when commuting to school. Further, overweight could be found even among those students who walked more than one hour to commute to school. The contribution of walking to school to the MVPA of overweight students was found to be low on school days and throughout the year. Counterintuitively, the situation is even worse for nonoverweight students.

Conclusion

The population of overweight students was more active compared to nonoverweight students in general, although they still suffered from excess weight since walking distances were short and not all days were school days. Thus, encouraging students to walk to school is necessary, while it is not sufficient alone as a single measure. Moreover, we recommend that all students should perform extra PA at home, school, or other places, on both school days and all other days of the year.

The Associations of Active Travel to School With Physical Activity and Screen Time Among Adolescents: Do Individual and Parental Characteristics Matter?

Little is known about the relationship of active travel to school (ATS) with physical activity (PA) and screen time (ST) by individual and parental characteristics among adolescents, especially in China. To address the research gap, this study aimed to explore the difference of sex, age, living environment, parental occupation and education level in the relationship of ATS with PA and ST among students of grades 7–12 (aged 10–18 years) using cross-sectional data. In 13 cities of Hubei province, China, students from 39 public schools were recruited to engage in the survey. In total, 5,898 students (response rate = 89.6%) were invited into this study. Participants were required to report their ATS (including its types), PA and ST as well as sociodemographic information using a validated questionnaire. Descriptive analyses were used to report the information of all variables. Regression models were used to analyse the relationships of ATS and its types with PA and ST. In a total of 4,128 participants (boys: 50.9%; younger adolescents: 61.9%) included in the final analysis, the proportion of those with ATS was 47.3%. Regarding the types of ATS, walking accounted for over 30%, while cycling was 13.2%. Participants with ATS were more likely to have sufficient PA (OR = 1.26, 95% CI: 1.14–1.39), especially among boys, younger adolescents and those with lower parental education level. However, ATS was not associated with ST (OR = 0.94, 95% CI: 0.86–1.01). Participants with cycling had a higher odds ratio of being physically active (OR for cycling = 1.47, 95% CI: 1.27–1.70; OR for walking = 1.18, 95% CI: 1.06–1.32). The association of ATS types with PA and ST differed by gender, age, living environment and parental educational level as well as occupations. ATS may be a useful approach to increase PA among adolescents, but this should be explained by individual and parental characteristics.

Active commuting to school: A longitudinal analysis examining persistence of behavior over time in four New Jersey cities

Evidence suggests that healthy behaviors initiated during childhood may continue over time. The objective of this study was to determine whether active commuting to/from school (ACS) at baseline predicted continued ACS at follow-up two to five years later.

Two cohorts of households with 3–15 year-olds in four low-income New Jersey cities were randomly sampled and followed for two to five year periods between 2009 and 2017. Children who walked, bicycled, or skateboarded to/from school at least one day/week were classified as active commuters. Children with complete data at both time points were included in this analysis (n = 383). Multivariate logistic regression was used to examine the association between ACS at T1 and T2. Models adjusted for child age, sex, and race/ethnicity; parent’s education and nativity status (native-born vs foreign-born); household poverty level; car availability; neighborhood level characteristics; and distance from home to school.

Children who engaged in ACS at T1 had over seven times the odds of ACS at T2 compared to children who did not actively commute at T1 (p < 0.001), after adjusting for distance to school and other relevant covariates. Distance, regardless of active commuting status at T1 was inversely associated with active commuting at T2.

Policies and interventions encouraging ACS, and those that decrease the distance between a child’s home and school, may result in increased, habitual active commuting and physical activity behavior throughout childhood and possibly into adulthood.

The Effect of Commuting Time on Job Stress in Obese Men With Different Exercise Frequency in China

Previous studies have mainly focused on the independent impact of commuting time, exercise, and stress on people. There are few studies regarding the impact of the combined effect of multiple factors on special populations such as obese people. As obesity has become increasingly widespread in China, we studied the impact of commuting time on work stress on Chinese obese men (who exercise regularly vs. who exercise irregularly). We performed a secondary retrospective analysis of the cross-sectional data from the 2014 China Labor Force Dynamics Survey. We found that long commute times and less exercise have a positive effect on the increase in stress, but the effect is less evident for people who exercise regularly. Commuters traveling on foot are more stressed than those traveling by car. This study also found that commuting time had a significant impact on the perceived work stress of obese men who exercised irregularly. But the relationship between commuting time and work stress was different among groups with different commuting styles. For obese men who commuted on foot or motorcycle, commuting time had a significant impact on their job stress. However, for obese men who commuted by bicycle, bus, or car, commuting time had no significant effect on job stress. Additionally, active and passive commuting have different effects on stress. Active commuters tend to be more stressed, while passive commuters do not show a significant impact.

Modes of Transport to School and Their Associations with Weight Status: A Cross-Sectional Survey of Students in Shanghai, China

Background: Over the past two decades, both transport modes as well as overweight/obesity have changed dramatically among students in China, but their relationships are not clear. This study aimed to investigate modes of transport to school and their associations with the weight status of Chinese students. Methods: A cross-sectional study was conducted with non-resident students aged 6 to 17 years from all 16 districts across Shanghai, China in October and November 2019. Information about sociodemographic characteristics and the models of travel to school among students was investigated using an online, self-administered, structured questionnaire (or those assisted by their parents). Weight and height were measured by school health workers, and the Chinese standard age adjusted BMI (weight/height²) was used to classify students’ weight status. Cumulative logistic regression modelling was used to examine the relationships. Results: The main mode of transport to school was an active mode (46.5%, defined as walking, bicycling, or public transport), followed by an inactive mode of transport (30.5%, defined as a car or bicycle as a passenger), and a combination of both modes (23%). About one-third of the students were overweight or obese and 5% were underweight. No statistically significant association between transport modes and weight status was found in this study. Conclusions: In Shanghai, close to one-third of children travel to school by an inactive mode of transport. The findings of this study did not support the notion that an active mode to school could be beneficial for preventing overweight/obesity in students in China.

Association of active school commuting with physical activity and sedentary behaviour among adolescents: A global perspective from 80 countries

OBJECTIVES

To examine associations of active school commuting (ASC) with time spent in physical activity (PA) and sedentary behaviour (SB) among adolescents.

DESIGN

Cross-sectional study.

METHODS

Global School-based Student Health Survey data from 277,833 adolescents aged 11-17 years (48.9% girls), collected during 2007-2016, were analysed. Adolescents were asked how many days per week they walked or bicycled to and from school, were physically active, and how much time they spent sitting on a typical day. ASC was defined as ≥3 days/week, meeting PA recommendations as ≥60min/day, high SB as leisure-time sitting ≥3h/day. Multilevel logistic regression analysis was used to estimate the odds ratios (OR) and 95% confidence intervals (CI) of the association estimates.

RESULTS

Adolescents who used ASC≥3 days/week had over double the odds of meeting PA recommendations (OR: 2.06, 95% CI: 2.01-2.12), after adjusting for a set of covariates. Adolescents who reported ASC≥3 days/week had 17% lower odds of reporting high SB (0.83, 0.81-0.85). The estimated OR of ASC and PA was 2.57 (2.31-2.86) in low-income and 1.84 (1.75-1.94) in high-income countries. Adolescents with ASC≥3 days/week had 22% lower odds of reporting high SB in African and Eastern Mediterranean regions (0.78, 0.73-0.84 and 0.75-0.82, respectively). Country-wise estimates of the associations are presented.

CONCLUSIONS

ASC is strongly and positively associated with PA recommendations and moderately with lower SB in adolescents. These estimates vary across WHO regions and by country's income. Promoting ASC has the potential to promote active lifestyle among adolescents around the globe.

Identification of Effective Programs to Improve Access to and Use of Trails among Youth from Under-Resourced Communities: A Review

The primary purpose of this paper is to identify and review studies evaluating the effectiveness of programs to increase access to trails and trails use (physical activity) among youth from under-resourced communities. Three additional goals include identifying: (1) Correlates of physical activity/trail use and features of transportation systems and/or built environment and land use destinations, that may inform and support the planning and implementation of programs to promote trail use among youth, (2) benefits associated with trail use, and (3) barriers to trail use. Under-resourced communities are defined as those lacking sufficient resources (i.e., under-funded).

METHODS

A review of the literature was conducted to identify, abstract, and evaluate studies related to programs to promote trail use among youth and youth from under-resourced communities. In anticipation of very few studies being published about this topic, studies were also reviewed to identify correlates of transportation systems and built environment and land use destinations related to increases in physical activity, and benefits of, and barriers to trail use. PUBMED, MEDLINE, PsycINFO, Sportdiscus, Annual Reviews, American Trails, and Google Scholar databases were searched using terms including trails, built environment, physical activity, exercise, walking, children, adolescents, and youth to identify studies that potentially related to the purposes for conducting this review. Review methods identified, 5278 studies based on our search terms. A review of study titles, abstracts, and select full article screens determined that 5049 studies did not meet the study inclusion criteria, leaving 221 studies included in this review.

RESULTS

No studies were located that evaluated programs designed to promote and increase trail use among youth, including youth from under-resourced communities. Eight studies used longitudinal or quasi-experimental designs to evaluate physical activity and neighborhood characteristics prospectively among adolescent girls (n = 1), the effects of the path or trail development on physical activity behaviors of children, youth, and adults (n = 4), marketing or media campaigns (n = 2), and wayfinding and incremental distance signage (n = 1) to promote increased trail use. Correlates of transportation systems (e.g., trail access, road traffic congestion related to safe active travel, lack of sidewalks, closer proximity to trails, access to transportation), destinations (e.g., park availability and access, park improvements, greenspaces), or both routes and destinations (e.g., perceptions of safety, lighting), were identified. These correlates may support the planning and implementation of programs to increase trail use among youth, or may facilitate the connection of trails or routes to destinations in communities. Barriers to trail use included costs, crime, lack of transportation, lack of role models using trails, and institutional discrimination.

CONCLUSIONS

Scientific evidence in support of addressing the underrepresentation of trail use by youth from under-resourced communities is lacking. However, there is a related body of evidence that may inform how to develop programs that support trail use by youth from under-resourced areas. Dedicated, deliberate, and systematic efforts will be required to address research and knowledge gaps, and to evaluate programs and practice related to trail use among youth from low income, often racially or ethnically diverse under-resourced neighborhoods or communities.

Promoting Small Business Support of Youth Physical Activity in Low-Income, Minority Neighborhoods: Protocol for a Randomized Controlled Trial

Background

An unacceptably high percentage of our nation’s low-income, minority youth (age<18 years) are not regularly physically active. One reason for this could be their lack of access to quality youth physical activity opportunities (YPAOs). Our previous research found that small businesses (<500 employees), which represent over 99.64% (27.9/28.0 million businesses in United States) of all employers, are powerful resources for creating and improving YPAOs. In accordance with the socioecological model and established philanthropic principles, we developed an alpha version of an intervention (alpha-i) for increasing small businesses’ involvement with YPAOs.

Objective

The aims of this proposed study are to (1) create a beta version (beta-i) of the intervention and (2) conduct a pilot study of its impact on small business support for YPAOs and YPAO utilization by the youth in low-income, minority neighborhoods.

Methods

The alpha-i will be refined using information from focus groups and surveys conducted with small business owners and managers, YPAO providers, and parents and guardians of the youths from low-income, predominantly minority neighborhoods. A cluster randomized controlled trial will then be conducted for 1 year to examine the effects of the refined intervention (beta-i) on small business support for YPAOs in 10 low-income, minority neighborhoods. The control group of neighborhoods (n=10) will be provided with a standard practice intervention. The primary outcome for aim 2 will be the percentage of small businesses not supporting YPAOs at baseline that subsequently provide support for YPAOs at follow-up. We also will consider the US dollar equivalent of all types of support (monetary, goods/services, and time) donated for YPAOs by small businesses. In addition, we will examine the impact of the increased small business support for YPAOs on YPAO utilization by the youth.

Results

As of May 1, 2019, all YPAOs and small businesses in the study neighborhoods have been identified, and surveys have begun with these groups. In addition, 9 focus groups were completed, and the data have been transcribed. We anticipate that manuscripts regarding these aspects of the study will be submitted in fall 2019.

Conclusions

The proposed study is significant because it will provide evidence that an easily replicated approach can be used to increase small business support for YPAOs and that this support results in greater use of the YPAOs by youth. A logical next step will be to determine if YPAO changes resulting from increased small business support positively influence youth physical activity levels.

ClinicalTrial

ClinicalTrials.gov NCT03936582; https://clinicaltrials.gov/ct2/show/NCT03936582.

International Registered Report Identifier (IRRID)

DERR1-10.2196/13141

Associations of extracurricular physical activity patterns and body composition components in a multi-ethnic population of UK children (the Size and Lung Function in Children study): a multilevel modelling analysis

Background

Body Mass Index (BMI) is a common outcome when assessing associations between childhood overweight and obesity and physical activity patterns. However, the fat and fat-free components of BMI, measured by the Fat Mass Index (FMI) and Fat-Free Mass Index (FFMI), may show contrasting associations with physical activity, while ethnic groups may vary in both physical activity patterns and body composition. Body composition must therefore be evaluated when assessing the associations between childhood overweight and obesity and physical activity in multi-ethnic populations.

Methods

This cross-sectional study investigated associations of BMI, FMI and FFMI z-scores with extracurricular physical activity for 2171 London primary schoolchildren (aged 5–11 years) of black, South Asian and white/other ethnicity. Multilevel mixed-effects ordered logistic modelling was used, adjusting for age, sex and family and neighbourhood socioeconomic status as potential confounders.

Results

Controlling for ethnicity and individual, family and neighbourhood socioeconomic confounders, actively commuting children had significantly lower Odds Ratios for being in high BMI (Odds Ratio (OR) = 0.678; 95 % Confidence Interval (CI) = 0.531 − 0.865; p − value = 0.002) and FMI z-score groups (OR = 0.679; 95 % CI = 0.499 − 0.922; p = 0.013), but not FFMI z-score groups, than passive commuters. Children doing sports less than once a week had lower Odds Ratios for being in high BMI (OR = 0.435; 95 % CI = 0.236 − 0.802; p = 0.008) and FFMI (OR = 0.455; 95 % CI = 0.214 − 0.969; p = .041) z-score categories compared to daily active children. Differences in FMI between groups did not reach the significance threshold. A trend towards statistical significance was obtained whereby children’s complete inactivity was associated with higher odds for being in higher BMI (OR = 2.222 : 95 % CI = 0.977 − 5.052; p = .057) and FMI z-score groups (OR = 2.485 : 95 % CI = 0.961 − 6.429; p = .060). FFMI z-scores did not show a similar trend with complete inactivity.

Conclusions

Active commuting was objectively associated with lower adiposity, while more frequent extracurricular sports participation was correlated with greater fat-free mass accretion. These relationships were independent of ethnicity and individual, family or neighbourhood socioeconomic confounding factors.

Electronic supplementary material

The online version of this article (10.1186/s12889-019-6883-1) contains supplementary material, which is available to authorized users.

Is the decline of active travel to school unavoidable by-products of economic growth and urbanization in developing countries?

BACKGROUND

Economic growth and urbanization may contribute to the decline of active travel to school (ATS). We aim to explain the change of ATS in China between 1997 and 2011 and to predict the prevalence of ATS in China within the next 30 years using various scenario.

METHODS

We developed a system dynamics model to study ATS and the model assumes the prevalence of ATS is determined by the dynamic interaction of four exogenous and eight endogenous variables.

RESULTS

The simulated prevalence of ATS is roughly consistent with empirical data. Economic development and urban sprawl are more influential than urban design and crime in terms of ATS. Under a relatively reasonable scenario, the prevalence of ATS is projected to decrease from 73% in 2011 to 65% in 2014, and the prevalence of childhood overweight & obesity is projected to increase from 24% in 2011 to 34% in 2041. With the maintaining of economic development grow, to control urban sprawl is the most effective measure to promote ATS and decrease childhood obesity.

CONCLUSIONS

Overall, the model enabled us to conduct experiments to test the possible effects of changing one or more factors taking into account their dynamic interrelationship, and our study may provide implications for policy intervention.

A review of factors surrounding the air pollution exposure to in-pram babies and mitigation strategies

Air pollution exposure to in-pram babies poses a serious threat to their early childhood development, necessitating a need for effective mitigation measures. We reviewed the scientific and grey literature on in-pram babies and their personal exposure to traffic generated air pollutants such as particulate matter ≤10 μm (PM₁₀), ≤2.5 μm (PM_2.5), ≤0.10 μm (ultrafine particles) in size, black carbon and nitrogen oxides and potential mitigation pathways. In-pram babies can be exposed up to ~60% higher average concentrations depending on the pollutant types compared with adults. The air within the first few meters above the road level is usually most polluted. Therefore, we classified various pram types based on criteria such as height, width and the seating capacity (single versus twin) and assessed the breathing heights of sitting babies in various pram types available in the market. This classification revealed the pram widths between 0.56 and 0.82 m and top handle heights up to ~1.25 m as opposed to breathing height between 0.55 and 0.85 m, suggesting that the concentration within the first meter above the road level is critical for exposure to in-pram babies. The assessment of flow features around the prams suggests that meteorological conditions (e.g., wind speed and direction) and traffic-produced turbulence affect the pollution dispersion around them. A survey of the physicochemical properties of particles from roadside environment demonstrated the dominance of toxic metals that have been shown to damage their frontal lobe as well as cognition and brain development when inhaled by in-pram babies. We then assessed a wide range of active and passive exposure mitigation strategies, including a passive control at the receptor such as the enhanced filtration around the breathing zone and protection of prams via covers. Technological solutions such as creating a clean air zone around the breathing area can provide instant solutions. However, a holistic approach involving a mix of innovative technological solutions, community empowerment and exposure-centric policies are needed to help limit personal exposure of in-pram babies.

Longer afterschool active commutes and the travel environment of middle schools in Shenzhen, China

The afterschool commute is a major part of children's daily activity. This study examines the relationship between student extended active travel routes and route environment characteristics. Route environment characteristics may be related to an extended route for students who walk or bike home. Self-reported itineraries were collected from 12 to 15-year old students in 3 middle schools in Shenzhen in May and June (n = 1257). Itineraries involving a detour from the shortest possible route home (n = 437) were compared with the shortest route. A field study coded all possible routes within the school districts by playable open spaces, sidewalk width, controlled crossings, road category, and public transit stops. Binary logistic regression reveals that routes with greater intersection density and number of open spaces are related to active travel choice. Sidewalk width, number of traffic lights and proportion of arterial roads are positively related to motorized travel. Linear regression reveals that travel distance, sidewalk width, number of open spaces and street crossings, as well as the proportion of secondary roads and pathways are positively related to detour distance. Higher numbers of public transit stops and traffic lights are related to shorter detours. Attending cram school is also negatively associated with active travel and detour. Younger students, females and students with longer moderate-to-vigorous physical activity time have extended active travel. Specific route environment characteristics are associated with longer and more active middle school student commutes and may be implemented to raise overall activity levels in children.

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Extended travel home from school is associated with environmental features en route.

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Greater intersection density and open spaces are associated with active travel.

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Gated communities and cram schools are associated with less active travel.

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Distance from school is not significant in the active travel choice.

Associations of built environment and children's physical activity: a narrative review

PROBLEM

Childhood obesity has been an epidemic particularly in high-income countries. There is a considerable volume of data and studies depicting the rising number of obese children and adolescents in different countries. As suggested by the literature, physical inactivity is one the main drivers of childhood obesity. This paper addresses the associations of the built environment with physical activity of children in order to find to theoretically facilitate intervention and prevention measures. Literature: There is a large body of literature describing the overall determinants of children's physical activity. The built environment is one of the influential factors that have been partially examined. Among the physical environment indicators, distance to school has been repeatedly reported to be negatively associated with active travels to school; thus, it indirectly affects physical activity of children. Apart from distance to school, some other built environment indicators have also been less researched, such as population and construction densities, distance to the city center, land use mix, and type of urban fabric (urban, suburban, etc.).

OBJECTIVE

The purpose of this review was to shed light on some of the less-studied areas of the existing literature related to the relationship between the built environment and physical activity of children aged between 3 and 12 years.

METHOD

The English-language publications, majority of which were peer-reviewed journal papers published in recent years, were collected and descriptively analyzed. Two large categories were the backbone of this narrative review: (1) non-school outdoor activities of children that take place in the residential neighborhood and (2) commuting to school and the related interventions such as safe routes to school.

RESULTS

Seven areas were synthesized by this review of the literature. Differences in associations of the built environment and physical activity in (1) different types of urban forms and land uses such as urban, suburban, high-density, etc.; (2) different city sizes such as small towns, mid-sized cities, large cities and megacities; (3) different cultures, subcultures and ethnicities in the same city of country, e.g. the Asian minority of London or the Turkish minority of Germany; (4) between perceptions of parents and children and associations with children's physical activity, e.g. how they perceive safety and security of the neighborhood; (5) associations of the built environment with children's physical activity in less-studied contexts, e.g. many developing and under-developed countries or eastern European countries; (6) differences in built environment - physical activity associations in different regions of the world, e.g. continents; and finally (7) associations between mobility patterns of parents and their children's physical activity, for instance, the frequencies of taking public transport or walk as a commute mode.

CONCLUSION

Researchers are recommended to focus their less-researched subtopics mentioned under the Results section in accordance with local conditions observed in less-researched contexts so that measures and interventions are accordingly planned.

Fitness, Fatness and Active School Commuting among Liverpool Schoolchildren

This study investigated differences in health outcomes between active and passive school commuters, and examined associations between parent perceptions of the neighborhood environment and active school commuting (ASC). One hundred-ninety-four children (107 girls), aged 9–10 years from ten primary schools in Liverpool, England, participated in this cross-sectional study. Measures of stature, body mass, waist circumference and cardiorespiratory fitness (CRF) were taken. School commute mode (active/passive) was self-reported and parents completed the neighborhood environment walkability scale for youth. Fifty-three percent of children commuted to school actively. Schoolchildren who lived in more deprived neighborhoods perceived by parents as being highly connected, unaesthetic and having mixed land-use were more likely to commute to school actively (p < 0.05). These children were at greatest risk of being obese and aerobically unfit (p < 0.01). Our results suggest that deprivation may explain the counterintuitive relationship between obesity, CRF and ASC in Liverpool schoolchildren. These findings encourage researchers and policy makers to be equally mindful of the social determinants of health when advocating behavioral and environmental health interventions. Further research exploring contextual factors to ASC, and examining the concurrent effect of ASC and diet on weight status by deprivation is needed.

Interactions of psychosocial factors with built environments in explaining adolescents' active transportation

The present study examined independent and interacting associations of psychosocial and neighborhood built environment variables with adolescents' reported active transportation. Moderating effects of adolescent sex were explored. Mixed-effects regression models were conducted on data from the Teen Environment and Neighborhood observational study (N=928) in the Seattle, WA and Baltimore regions 2009-2011. Frequency index of active transportation to neighborhood destinations (dependent variable) and 7 psychosocial measures were reported by adolescents. Built environment measures included home walkability and count of nearby parks and recreation facilities using GIS procedures and streetscape quality from environmental audits. Results indicated all 3 environmental variables and 3 psychosocial variables (self-efficacy, social support from peers, and enjoyment of physical activity) had significant positive main effects with active transportation (Ps<0.05). Three of 21 two-way interactions were significant in explaining active transportation (Ps<0.1): self-efficacy×GIS-based walkability index, barriers to activity in neighborhood×MAPS streetscape scores, and self-efficacy×GIS-based counts of parks and recreation facilities. In each two-way interaction the highest active transportation was found among adolescents with the combination of activity-supportive built environment and positive psychosocial characteristics. Three-way interactions with sex indicated similar associations for girls and boys, with one exception. Results provided modest support for the ecological model principle of interactions across levels, highlight the importance of both built environment and psychosocial factors in shaping adolescents' active transportation, demonstrated the possibility of sex-specific findings, and suggested strategies for improving adolescents' active transportation may be most effective when targeting multiple levels of influence.

Associations among Individual, Social, and Environmental Barriers and Children's Walking or Cycling to School

Purpose.

To examine associations among individual, social, and environmental barriers and children's walking or cycling to school.

Design.

Exploratory cross-sectional study.

Setting.

All eight capital cities in Australia.

Subjects.

Parents (N = 720) of school-aged children (4–13 years; 27% response rate; 49% parents of boys).

Measures.

Multivariate-adjusted odds ratios (OR) and 95% confidence intervals (CI) for parental reporting of barriers to their children's walking or cycling to school, based on a computer-assisted telephone interview.

Results.

Forty-one percent of children walked or cycled to school at least once per week. Multivariable analyses found inverse associations with individual (“child prefers to be driven” [OR = 0.4, 95% CI = 0.3–0.6], “no time in the mornings” [OR = 0.5, 95% CI = 0.3–0.8]); social (“worry child will take risks” [OR = 0.6, 95% CI = 0.3–0.9], “no other children to walk with” [OR = 0.7, 95% CI = 0.4–0.99], “no adults to walk with” [OR = 0.6, 95% CI = 0.4–0.9]); and environmental barriers (“too far to walk” [OR = 0.1, 95% CI = 0.0–0.1], “no direct route” [OR = 0.4, 95% CI = 0.2–0.7]) and positive associations with “concern child may be injured in a road accident” (OR = 1.9, 95% CI = 1.1–3.1) and active commuting.

Conclusion.

Working with parents, schools, and local authorities to improve pedestrian skills and environments may help to overcome barriers.

Active transportation to support diabetes prevention: Expanding school health promotion programming in an Indigenous community

BACKGROUND

School-based physical activity (PA) interventions, including school active transportation (AT), provide opportunities to increase daily PA levels, improves fitness, and reduces risk of diseases, such as type 2 diabetes. Based on a community-identified need, the Kahnawake Schools Diabetes Prevention Project, within an Indigenous community, undertook school travel planning to contribute to PA programming for two elementary schools.

METHODS

Using community-based participatory research, the Active & Safe Routes to School's School Travel Planning (STP) process was undertaken in two schools with an STP-Committee comprised of community stakeholders and researchers. STP activities were adapted for local context including: school profile form, family survey, in-class travel survey, pedestrian-traffic observations, walkability checklist, and student mapping.

RESULTS

STP data were jointly collected, analyzed and interpreted by researchers and community. Traffic-pedestrian observations, walkability and parent surveys identified key pedestrian-traffic locations, helped develop safe/direct routes, and traffic calming strategies. In-class travel and mapping surveys identified a need and student desire to increase school AT. The STP-Committee translated findings into STP-action plans for two schools, which were implemented in 2014-2015 school year.

CONCLUSIONS

Combining CBPR with STP merges community and researcher expertise. This project offered evidence-informed practice for active living promotions. Experience and findings could benefit Indigenous and non-Indigenous communities.

Physical Activity Design Guidelines for School Architecture

Increasing children's physical activity at school is a national focus in the U.S. to address childhood obesity. While research has demonstrated associations between aspects of school environments and students' physical activity, the literature currently lacks a synthesis of evidence to serve as a practical, spatially-organized resource for school designers and decision-makers, as well as to point to pertinent research opportunities. This paper describes the development of a new practical tool: Physical Activity Design Guidelines for School Architecture. Its aims are to provide architects and designers, as well as school planners, educators, and public health professionals, with strategies for making K-12 school environments conducive to healthy physical activity, and to engage scientists in transdisciplinary perspectives toward improved knowledge of the school environment's impact. We used a qualitative review process to develop evidence-based and theory-driven school design guidelines that promote increased physical activity among students. The design guidelines include specific strategies in 10 school design domains. Implementation of the guidelines is expected to enable students to adopt healthier physical activity behaviors. The tool bridges a translational gap between research and environmental design practice, and may contribute to setting new industry and education standards.

Can Walking or Biking to Work Really Make a Difference? Compact Development, Observed Commuter Choice and Body Mass Index

Objectives

Promoting active commuting is viewed as one strategy to increase physical activity and improve the energy balance of more sedentary individuals thereby improving health outcomes. However, the potential effectiveness of promotion policies may be seriously undermined by the endogenous choice of commute mode. Policy to promote active commuting will be most effective if it can be demonstrated that 1) those in compact cities do not necessarily have a preference for more physical activity, and 2) that current active commuting is not explained by unobserved characteristics that may be the true source of a lower body mass index (BMI).

Methods

Daily time-use diaries are used in combination with geographical characteristics of where respondents live and work to test 1) whether residents of more compact settlements are characterized by higher activity levels; and 2) whether residents of more compact settlements are more likely to bike or walk to work. An endogenous treatment model of active commuting allows testing whether reductions in BMI associated with walking or biking to work are in fact attributable to that activity or are more strongly associated with unobserved characteristics of these active commuters.

Results

The analysis of general activity levels confirms that residents of more compact cities do not expend more energy than residents of more sprawling cities, indicating that those in compact cities do not necessarily have a preference for more physical activity. The endogenous treatment model is consistent with walking or biking to work having an independent effect on BMI, as unobserved factors that contribute to a higher likelihood of active commuting are not associated with lower BMI.

Conclusions

Despite evidence that more compact settlement patterns enable active commuting, only a small share of workers in these areas choose to walk or bike to work. In general, the activity level of residents in more compact cities and residents in more sprawling areas is very similar. But, there is a robust association between active commuting and lower body mass index that is not explained by unobserved attributes or preferences suggests that policies to promote active commuting may be effective. In particular, active commuting has a greater effect on BMI. Consequently, compact settlement appears to be an effective infrastructure for promoting more active lifestyles. The policy challenge is finding ways to ensure that this infrastructure is more widely utilized.

A Scoping Review of Observational Studies Examining Relationships between Environmental Behaviors and Health Behaviors

Individual lifestyles are key drivers of both environmental change and chronic disease. We undertook a scoping review of peer-reviewed studies which examined associations between environmental and health behaviors of individuals in high-income countries. We searched EconLit, Medline, BIOSIS and the Social Science Citation Index. A total of 136 studies were included. The majority were USA-based cross-sectional studies using self-reported measures. Most of the evidence related to travel behavior, particularly active travel (walking and cycling) and physical activity (92 studies) or sedentary behaviors (19 studies). Associations of public transport use with physical activity were examined in 18 studies, and with sedentary behavior in one study. Four studies examined associations between car use and physical activity. A small number included other environmental behaviors (food-related behaviors (n = 14), including organic food, locally-sourced food and plate waste) and other health behaviors ((n = 20) smoking, dietary intake, alcohol). These results suggest that research on individual environmental and health behaviors consists largely of studies examining associations between travel mode and levels of physical activity. There appears to be less research on associations between other behaviors with environmental and health impacts, and very few longitudinal studies in any domain.

Modelling the contribution of walking between home and school to daily physical activity in primary age children

Background

The purpose of this study was to identify the independent association of frequency of walking trips between home and school with daily physical activity in a sample of school-aged children.

Methods

Participants were 109 children (mean age = 12.05 years [±0.71]) attending nine primary schools in Adelaide, South Australia. Physical activity was derived from accelerometers with total counts as the outcome variable. Transport patterns were self-reported for each of the previous five school days. Walking trips were summed for each day and across the school week. The relationship between the number of active transport journeys and individual school day and school week physical activity was modelled separately in boys and girls using multiple linear regression.

Results

Frequency of walking was positively associated with school day and school week accelerometer counts in boys, accounting for 6% and 12% of the explained variance in total counts, respectively. There were no significant associations among girls.

Conclusion

Despite sex-specific differences in associations between active transport to school and total physical activity, active transport is likely to have important ancillary benefits for development of independence and physical activity habits, and should continue to be promoted.

The Role of Distance in Examining the Association Between Active Commuting to School and Students' Weight Status

BACKGROUND

Active commuting to school (ACS) increases students' daily physical activity, but associations between student weight and ACS are inconsistent. Few studies examining ACS and weight account for distance commuted. This study examines the association between students' weight status and ACS, taking into account distance to school.

METHODS

In 2009-10 a random digit-dial household survey conducted in low-income minority cities collected information about ACS for 1 randomly selected school-going student per household. Parents provided measured heights and weights. Distance commuted was obtained using geocoded home and school addresses. Multivariate regression analyses assessed associations of ACS and distance commuted with weight status.

RESULTS

36.6% of students were overweight/obese; 47.2% engaged in ACS. Distance walked/biked to school was associated with 7% lower odds of overweight/obesity (OR = 0.93, 95% CI: 0.88- 0.99). Without distance commuted in the model, ACS was not associated with students' weight status. Compared with no ACS, ACS greater than a half-mile was associated with 65% lower odds of a student being overweight/obese (OR = 0.35, 95% CI: 0.16- 0.78); ACS less than a half-mile was not.

CONCLUSIONS

ACS is significantly inversely associated with overweight/obesity among students who commute beyond a one-half mile threshold.

The relationship between utilitarian walking, utilitarian cycling, and body mass index in a population based cohort study of adults: comparing random intercepts and fixed effects models

OBJECTIVE

To examine associations between utilitarian walking, utilitarian cycling, leisure time physical activity and body mass index (BMI).

METHODS

Participants from the National Population Health Survey (NPHS) of Statistics Canada were interviewed by telephone every two years from 1994 to 2010. Analysis includes data from 6894 living participants aged 18-64years. Fixed effects and random intercepts models examined the association between BMI, utilitarian walking, and utilitarian cycling, controlling for behavioral and sociodemographic factors.

RESULTS

The final adjusted fixed effects models showed no significant relationship between utilitarian walking and BMI. In the unbalanced sample utilitarian cycling for 1 to 5h per week (b=-0.15, 95% CI: -0.28 to -0.02), and more than 5h per week (b=-0.22, 95% CI: -0.44 to 0.00) was significantly associated with BMI over time. In the fully balanced sample utilitarian cycling for 1 to 5h per week (b=-0.12, 95% CI: -0.27 to 0.03), more than 5h per week (b=-0.16, 95% CI: -0.45 to 0.13) was not significantly associated with BMI over time.

CONCLUSION

The results suggest that utilitarian walking is not related to BMI. The relationship between utilitarian cycling and BMI is less clear.

Active commuting and its associations with blood pressure and adiposity markers in children

OBJECTIVE

The positive impacts of active travel on health markers still require further research, especially in youth populations with higher risk of obesity. The present study aimed to analyze the associations between blood pressure and adiposity risk (BPAR) and active travel to school in children.

METHODS

The sample comprised 665 Portuguese children (345 boys) aged 7-9 years. Data on height, weight, and skinfold thickness were collected by a trained fieldworker as well as data on BPAR between March 2009 and January 2010 (data were analyzed in 2012-2013). Information on mode and duration of travel to school (i.e. exposure) was gathered by questionnaire. Outcome variables were statistically normalized and expressed as Z scores. A BPAR score was computed as the mean of the Z scores. Multiple linear regression, with adjustments for confounders, was used.

RESULTS

Active commuting was inversely associated with BPAR after adjustment for several potential confounders. After adjusting for BMI, the strength of the relationship between BPAR and active commuting was significantly improved (p≤0.01).

CONCLUSIONS

Findings showed an independent association between the clustered BPAR and active commuting in children aged 7-9 years.

A systematic review of active transportation research in Africa and the psychometric properties of measurement tools for children and youth

Background

Previous systematic reviews indicate that active transportation (AT; the use of non-motorized travel modes such as walking, running and cycling) is an important source of daily physical activity (PA). However, no previous systematic review has examined travel behaviours among African children and youth or the psychometric properties of measurement tools used among children and youth worldwide.

Methods

Studies on AT among African children and youth (aged 5–17 years) were identified through 1) the MEDLINE and Embase databases; 2) manual searches of six African journals that are not indexed in these databases; and 3) the articles included in a previous systematic review on PA among children and youth in Sub-Saharan Africa. Second, literature on the psychometric properties of measurement tools for children and youth was searched using the MEDLINE, Embase, Cochrane Central Register of Controlled Trials, PsycInfo, SportDiscus, and Health and Psychosocial Instruments databases. Study quality was assessed with a modified version of the Downs and Black checklist.

Results

Twenty studies reported original data on AT among African children and youth. This evidence suggests that rates of AT to/from school are lower in urban areas and in youth attending higher SES schools. Two population-based studies reported rates of AT ranging between 19.8% and 66.6% in multiple countries. Studies conducted in Africa seldom examined non-school travel and only one reported data on the psychometric properties of their measures of travel behaviours. Nineteen studies conducted predominantly in high-income countries provided psychometric data. Child and parent reports were used in 17 studies, and these measures generally showed substantial to almost perfect test-retest reliability and convergent validity for school trips. Limited information was available regarding non-school trips. Objective measures of travel behaviours have been used much less often, and further validity and reliability assessments are warranted.

Conclusion

These findings emphasize a need for more research examining travel behaviours among African children and youth, particularly for non-school travel. Further research is needed to develop valid and reliable measures of non-school travel and to examine their psychometric properties in the African context. These measures could then be used to evaluate AT promotion interventions.

Active commuting to school, weight status, and cardiometabolic risk in children from rural areas: the Cuenca study

PURPOSE

The aim of this study was to examine (a) whether distance from home to school is a determinant of active commuting to school (ACS), (b) the relationship between distance from home to heavily used facilities (school, green spaces, and sports facilities) and the weight status and cardiometabolic risk categories, and (c) whether ACS has a positive impact on schoolchildren's health.

METHOD

A cross-sectional study was conducted with 956 schoolchildren aged 10 to 12 years from the province of Cuenca, Spain. Height, weight, fat mass, waist circumference, blood pressure, fasting plasma lipid profile, insulin, fitness, physical activity, and ACS were measured. Distances from home to facilities were measured by a geographic information system, and a validated metabolic syndrome index was used.

FINDINGS

Children living closer to school (less than 600 m) commuted actively to school more frequently than children living further away (more than 800 m). Normoweight boys lived further away from sports facilities than overweight/obese peers, and children presenting higher cardiometabolic risk levels lived closer to school than those who did not. No differences were found between children who daily walked/cycled to school and those commuting actively to school less frequently in body mass index, metabolic syndrome index, fitness, and physical activity.

CONCLUSIONS

ACS had no positive impact on schoolchildren's health. Distance to school is an indicator of active commuting. However, it seems that not enough physical activity is done to prevent obesity and cardiometabolic risk factors in rural areas.

Parental safety concerns and active school commute: correlates across multiple domains in the home-to-school journey

Background

Empirical evidence of the relationship between safety concerns and walking to school (WTS) is growing. However, current research offers limited understanding of the multiple domains of parental safety concerns and the specific mechanisms through which parents articulate safety concerns about WTS. A more detailed understanding is needed to inform environmental and policy interventions. This study examined the relationships between both traffic safety and personal safety concerns and WTS in the U.S.

Methods

This cross-sectional analysis examined data from the Texas Childhood Obesity Prevention Policy Evaluation (T-COPPE) project, an evaluation of state-wide obesity prevention policy interventions. All study data were from the survey (n = 830) of parents with 4th grade students attending 81 elementary schools across Texas, and living within two miles from their children's schools. Traffic safety and personal safety concerns were captured for the home neighborhood, en-route to school, and school environments. Binary logistic regression analysis was used to assess the odds of WTS controlling for significant covariates.

Results

Overall, 18% of parents reported that their child walked to school on most days of the week. For traffic safety, students were more likely to walk to school if their parent reported favorable perceptions about the following items in the home neighborhood environment: higher sidewalk availability, well maintained sidewalks and safe road crossings. For the route to school, the odds of WTS were higher for those who reported "no problem" with each one of the following: traffic speed, amount of traffic, sidewalks/pathways, intersection/crossing safety, and crossing guards, when compared to those that reported "always a problem". For personal safety in the en-route to school environment, the odds of WTS were lower when parents reported concerns about: stray or dangerous animals and availability of others with whom to walk.

Conclusions

Findings offered insights into the specific issues that drive safety concerns for elementary school children’s WTS behaviors. The observed associations between more favorable perceptions of safety and WTS provide further justification for practical intervention strategies to reduce WTS barriers that can potentially bring long-term physical activity and health benefits to school-aged children.

Active commuting to elementary school and adiposity: an observational study

BACKGROUND

Active commuting to school (ACS; walking or cycling to school) appears promising for decreasing children's obesity risk, although long-term studies are sparse. The aim was to examine whether kindergarten ACS was associated with fifth-grade adiposity.

METHODS

This study was a secondary analysis of the Early Childhood Longitudinal Study, Kindergarten (n=7938). Enrollment in kindergarten (1998-1999) was nationally representative of the United States and follow-up occurred in 2004. Kindergarten ACS was the main exposure variable and fifth-grade BMI z-score was the main outcome measure. Covariates included (1) neighborhood safety and BMI z-score in kindergarten and (2) demographics (i.e., age, gender, race/ethnicity, socioeconomic status, single- vs. two-parent households, region of country, and urbanicity in fifth grade). Three interactions were included: school travel*neighborhood safety; school travel*BMI z-score (kindergarten); and school travel*socioeconomic status. Analysis of covariance accounted for the complex sampling design.

RESULTS

Kindergarten ACS was associated with lower BMI z-score in fifth grade. The interaction of school travel*neighborhood safety indicated that children from less-safe neighborhoods who did ACS in kindergarten had a lower fifth-grade BMI z-score (p<0.05) than their peers who did not do ACS in kindergarten (i.e., in terms of BMI, this difference was -0.49 kg/m(2) for children of average height in less-safe neighborhoods).

CONCLUSION

Among children from less-safe neighborhoods, kindergarten ACS independently predicted lower BMI z-score in fifth grade among a national US cohort. Interventions and policies to increase ACS among young children, especially from unsafe neighborhoods, are warranted and should address parents' safety concerns.

Neighborhood perceptions and active school commuting in low-income cities

BACKGROUND

Few children accumulate the recommended ≥60 minutes of physical activity each day. Active travel to and from school (ATS) is a potential source of increased activity for children, accounting for 22% of total trips and time spent traveling by school-aged children.

PURPOSE

This study identifies the association of parents' perceptions of the neighborhood, geospatial variables, and demographic characteristics with ATS among students in four low-income, densely populated urban communities with predominantly minority populations.

METHODS

Data were collected in 2009-2010 from households with school-attending children in four low-income New Jersey cities. Multivariate logistic regression analyses (n=765) identified predictors of ATS. Analyses were conducted in 2012.

RESULTS

In all, 54% of students actively commuted to school. Students whose parents perceived the neighborhood as very unpleasant for activity were less likely (OR=0.39) to actively commute, as were students living farther from school, with a 6% reduction in ATS for every 0.10 mile increase in distance to school. Perceptions of crime, traffic, and sidewalk conditions were not predictors of ATS.

CONCLUSIONS

Parents' perceptions of the pleasantness of the neighborhood, independent of the effects of distance from school, may outweigh concerns about crime, traffic, or conditions of sidewalks in predicting active commuting to school in the low-income urban communities studied. Efforts such as cleaning up graffiti, taking care of abandoned buildings, and providing shade trees to improve neighborhood environments are likely to increase ATS, as are efforts that encourage locating schools closer to the populations they serve.

What are the health benefits of active travel? A systematic review of trials and cohort studies

Background

Increasing active travel (primarily walking and cycling) has been widely advocated for reducing obesity levels and achieving other population health benefits. However, the strength of evidence underpinning this strategy is unclear. This study aimed to assess the evidence that active travel has significant health benefits.

Methods

The study design was a systematic review of (i) non-randomised and randomised controlled trials, and (ii) prospective observational studies examining either (a) the effects of interventions to promote active travel or (b) the association between active travel and health outcomes. Reports of studies were identified by searching 11 electronic databases, websites, reference lists and papers identified by experts in the field. Prospective observational and intervention studies measuring any health outcome of active travel in the general population were included. Studies of patient groups were excluded.

Results

Twenty-four studies from 12 countries were included, of which six were studies conducted with children. Five studies evaluated active travel interventions. Nineteen were prospective cohort studies which did not evaluate the impact of a specific intervention. No studies were identified with obesity as an outcome in adults; one of five prospective cohort studies in children found an association between obesity and active travel. Small positive effects on other health outcomes were found in five intervention studies, but these were all at risk of selection bias. Modest benefits for other health outcomes were identified in five prospective studies. There is suggestive evidence that active travel may have a positive effect on diabetes prevention, which may be an important area for future research.

Conclusions

Active travel may have positive effects on health outcomes, but there is little robust evidence to date of the effectiveness of active transport interventions for reducing obesity. Future evaluations of such interventions should include an assessment of their impacts on obesity and other health outcomes.

Using an agent-based model to simulate children's active travel to school

Background

Despite the multiple advantages of active travel to school, only a small percentage of US children and adolescents walk or bicycle to school. Intervention studies are in a relatively early stage and evidence of their effectiveness over long periods is limited. The purpose of this study was to illustrate the utility of agent-based models in exploring how various policies may influence children’s active travel to school.

Methods

An agent-based model was developed to simulate children’s school travel behavior within a hypothetical city. The model was used to explore the plausible implications of policies targeting two established barriers to active school travel: long distance to school and traffic safety. The percent of children who walk to school was compared for various scenarios.

Results

To maximize the percent of children who walk to school the school locations should be evenly distributed over space and children should be assigned to the closest school. In the case of interventions to improve traffic safety, targeting a smaller area around the school with greater intensity may be more effective than targeting a larger area with less intensity.

Conclusions

Despite the challenges they present, agent based models are a useful complement to other analytical strategies in studying the plausible impact of various policies on active travel to school.

A combined impact-process evaluation of a program promoting active transport to school: understanding the factors that shaped program effectiveness

This mixed methods study was a comprehensive impact-process evaluation of the Ride2School program in metropolitan and regional areas in Victoria, Australia. The program aimed to promote transport to school for primary school children. Qualitative and quantitative data were collected at baseline and followup from two primary schools involved in the pilot phase of the program and two matched comparison schools, and a further 13 primary schools that participated in the implementation phase of the program. Classroom surveys, structured and unstructured observations, and interviews with Ride2School program staff were used to evaluate the pilot program. For the 13 schools in the second phase of the program, parents and students completed questionnaires at baseline (N = 889) and followup (N = 761). Based on the quantitative data, there was little evidence of an overall increase in active transport to school across participating schools, although impacts varied among individual schools. Qualitative data in the form of observations, interviews, and focus group discussions with students, school staff, and program staff provided insight into the reasons for variable program impacts. This paper highlights the benefits of undertaking a mixed methods approach to evaluating active transport to school programs that enables both measurement and understanding of program impacts.

Children's cycling skills: Development of a test and determination of individual and environmental correlates

INTRODUCTION

Children's ability to perform cycling skills was found to play an important role in cycling accidents. Therefore, this study developed a test to gain a detailed insight into the cycling skills of 9-10 year old children and evaluated individual and physical environmental correlates of cycling skills.

METHODS

Children (n=93) took a cycling test consisting of 13 test stations. In addition, parents completed a questionnaire on school commuting behavior. An exploratory factor analysis was conducted to investigate the factor structure of the cycling test and ICC's were calculated to examine interrater reliability. Descriptive statistics were executed on children's cycling skill scores. Regression analyses were conducted to evaluate individual and environmental correlates of cycling skills.

RESULTS

Three factors were extracted: the 'during-cycling skills', the 'before/after-cycling skills' and a 'transitional-cycling skills' factor. These factors accounted for 56.74% of the total variance. Furthermore, intraclass correlation coefficients ranged from 0.75 to 0.98. For all cycling skill, except two, 50% of children scored higher than 7.5/10. Additionally, 18.4% of children scored lower than 3/10 on at least two cycling skills. Parental perceived motor competence of the child explained 10% of the variance in cycling skills (β=0.33), residential density explained 12% of the variance (β=-0.37).

CONCLUSIONS

In order to get an overall picture of the cycling skills of children, the 'during-cycling skills', the 'before/after-cycling skills' and the 'transitional-cycling skills' need to be examined. Furthermore, Flemish children of the 4th grade scored well on cycling skills. However, cycle training programs should focus more on one-handed skills and those children scoring lower than 3/10 on one or more cycling skills.

Associations of children's independent mobility and active travel with physical activity, sedentary behaviour and weight status: a systematic review

Health benefits from children's independent mobility and active travel beyond school travel are largely unexplored.

OBJECTIVES

This review synthesized the evidence for associations of independent mobility and active travel to various destinations with physical activity, sedentary behaviour and weight status.

DESIGN

Systematic review.

METHODS

A systematic search in six databases (PubMed, Scopus, CINAHL, SportDiscus, PsychInfo, TRIS) for papers published between January 1990 and March 2012 was undertaken, focussing on children aged 3-18 years. Study inclusion and methodological quality were independently assessed by two reviewers.

RESULTS

52 studies were included. Most studies focussed solely on active travel to and/or from school, and showed significant positive associations with physical activity. The same relationship was detected for active travel to leisure-related places and independent mobility with physical activity. An inverse relationship between active travel to school and weight status was evident but findings were inconsistent. Few studies examined correlations between active travel to school and self-reported screen-time or objectively measured sedentary behaviour, and findings were unclear.

CONCLUSIONS

Studies on independent mobility suggested that children who have the freedom to play outdoors and travel actively without adult supervision accumulate more physical activity than those who do not. Further investigation of children's active travel to leisure-related destinations, measurement of diverse sedentary behaviour beyond simply screen-based activities, and consistent thresholds for objectively measured sedentary behaviour in children will clarify the inconsistent evidence base on associations of active travel with sedentary behaviour and weight status.

A cross-sectional and longitudinal study of travel by walking before and after school among eighth-grade girls

PURPOSE

To examine "travel by walking" (TBW) before and after school among eighth-grade girls.

METHODS

Participants attended 36 middle schools from Arizona, Maryland, Minnesota, Louisiana, California, and South Carolina participating in the Trial of Activity for Adolescent Girls. The cross-sectional sample consisted of 3,076 eighth-grade girls, and the longitudinal sample included 1,017 girls who participated in both sixth and eighth grades. Before- or after-school TBW status was determined from the 3-Day Physical Activity Recall. The main outcomes were body mass index and physical activity, which was measured by accelerometry, estimated for total physical activity (light, moderate, vigorous) and moderate-to-vigorous physical activity (MVPA).

RESULTS

Eighth-grade girls who reported TBW had 4 more minutes (95% confidence interval = 2.1-6.1) of MVPA before and after school than nonwalkers, and 2 more minutes of MVPA (95% confidence interval = 1.1-3.1) on an average weekday. In the longitudinal sample, girls who reported TBW before and after school in both sixth and eighth grades (consistent walkers) accumulated more minutes of MVPA for an average weekday than inconsistent walkers in both sixth (27 ± 2.2 vs. 25 ± 1.9 minutes; p = .03) and eighth (28 ± 2.6 vs. 25 ± 2.3 minutes; p = .003) grades. There were no differences in body mass index by walking status.

CONCLUSIONS

Adolescent girls who reported TBW before and after school accumulated more minutes of MVPA than nonwalkers. Efforts to prevent the decline in walking to school in middle school girls could contribute to their overall physical activity.

Physical activity, energy intake, and obesity prevalence among urban and rural schoolchildren aged 11–12 years in Japan

The prevalence of childhood overweight and obesity has been shown to differ among regions, including rural–urban regional differences within nations. This study obtained simultaneous accelerometry-derived physical activity, 24 h activity, and food records to clarify the potential contributing factors to rural–urban differences in childhood overweight and obesity in Japan. Sixth-grade children (n = 227, 11–12 years old) from two urban elementary schools in Kyoto and four rural elementary schools in Tohoku participated in the study. The children were instructed to wear a pedometer that included a uniaxial accelerometer and, assisted by their parents, keep minute-by-minute 24 h activity and food records. For 12 children, the total energy expenditure was measured by the doubly labeled water method that was used to correct the Lifecorder-predicted activity energy expenditure and physical activity level. The overweight and obesity prevalence was significantly higher in rural than in urban children. The number of steps per day, activity energy expenditure, physical activity level, and duration of walking to school were significantly lower in rural than in urban children. In contrast, the reported energy intake did not differ significantly between the regions. The physical activity and duration of the walk to school were significantly correlated with body mass index. Rural children had a higher prevalence of overweight and obesity, and this may be at least partly caused by lower physical activity, especially less time spent walking to school, than urban children.

The importance of Active Transportation to and from school for daily physical activity among children

OBJECTIVE

To investigate if students who use of Active Transportation (AT) to and from school among urban and rural Canadian children are more likely to meet physical activity recommendations.

METHODS

The Raising healthy Eating and Active Living in Alberta (REAL Kids Alberta) study is a population-based health survey among Grade 5 students. In 2009, physical activity levels were measured using time-stamped pedometers (number of steps/hour) among 688 children. Parents reported mode of transportation to and from school (AT/non-AT). Multilevel multiple linear regression analyses with corresponding β coefficients were conducted to quantify the relationship between mode of transportation to and from school with (1) overall step count, and (2) the likelihood of achieving at least 13,500 steps per day recommended for optimal growth and development.

RESULTS

Among urban children, those who used AT to and from school accumulated more steps [β=1124(95% CI=170,2077)] and although not significant, were more likely to achieve the recommended 13,500 steps/day compared to those not using AT to and from school [OR=1.61(95% CI=0.93,2.81)].

CONCLUSION

Using AT to and from school appears to be beneficial to children by supplementing their physical activity, particularly those living in urban regions. Strategies to promote physical activity are needed, particular for children residing in rural regions and smaller towns.

Bicycling to school is associated with improvements in physical fitness over a 6-year follow-up period in Swedish children

OBJECTIVE

To examine whether modes of commuting to school at baseline and changes in commuting were related to 6-year changes in cardiorespiratory fitness in youth.

METHODS

A total of 262 (142 girls) Swedish children (9 years at entry) were measured at baseline (1998/9) and follow-up (2004/5). Mode of commuting to school was assessed by questionnaire and fitness by a maximal bicycle test.

RESULTS

At baseline, 34% of children used passive modes of commuting (e.g., car, motorcycle, bus, train), 54% walked, and 12% bicycled to school. Six years later the percentage of bicyclists increased 19% and the percentage of walkers decreased 19%. On average, children who bicycled to school increased their fitness 13% (p=0.03) more than those who used passive modes and 20% (p=0.002) more than those who walked. Children who used passive modes or walked at baseline and bicycled to school at 6 years later increased their fitness 14% (p=0.001) more than those who remained using passive modes or walking at follow-up.

CONCLUSIONS

Implementing initiatives that encourage bicycling to school may be a useful strategy to increase cardiorespiratory fitness of children.

Reliability and validity of the hands-up survey in assessing commuting to school in New Zealand elementary school children

The decrease in physical activity time in and out of school increases the need for active commuting. School travel plan programs have been used internationally to increase active commuting in elementary school children. However, little research has been conducted in the reliability and validity of travel survey instruments. The purpose of this study was to evaluate the test-retest reliability and validity of the Hands-Up survey to assess active commuting to school from a random sample of children within the Auckland region, New Zealand. Test-retest reliability and criterion validity of travel modes were determined in 118 elementary school children in the Auckland region. The survey tool consisted of one question on commuting to school. Test-retest reliability and validity were evaluated using kappa coefficients. The level of agreement between the children's responses (κ = .96, 95% confidence interval = 0.92-1.00) and between children's and parents' (κ = .91, 95% confidence interval = 0.85-0.98) were almost perfect. The Hands-Up survey is a valid and reliable tool to determine travel mode to school among elementary school children.