Active Travel to School: Findings From the Survey of US Health Behavior in School-Aged Children, 2009-2010

Active school transport routines during school transitions: Socio-structural predictors of changes from childhood into early adulthood

The purpose of this study is to investigate socio-structural predictors of active school transport (AST) change and to explore the stability and changes of transport modes during school transitions and into early adulthood in Germany. School transport mode, urbanicity level, socioeconomic status, and migration background were assessed in 624 children (8.9 ± 1.1 years, 51% female) and 444 adolescents (14.9 ± 1.7 years, 48% female) which were followed up longitudinally six years later. The results of multinomial logistic regressions and transition probability calculations indicated that residing outside of rural areas at baseline and follow-up predicts retaining or switching to AST in adolescence. Similarly, higher socioeconomic status at baseline predicted retaining or switching to AST in early adulthood. This research suggests that transition periods are crucial understanding AST behavior and may provide new opportunities for tailored AST promotion programs for different age groups.

Is the Health Behavior in School-Aged Survey Questionnaire Reliable and Valid in Assessing Physical Activity and Sedentary Behavior in Young Populations? A Systematic Review

Backgrounds

Using the self-reported questionnaire to assess the levels of physical activity (PA) and sedentary behavior (SB) has been a widely recognized method in public health and epidemiology research fields. The selected items of the Health Behavior in School-aged (HBSC) Survey Questionnaire have been used globally for measurements and assessments in PA and SB of children and adolescents. However, there are no comprehensive and critical reviews to assess the quality of studies on reliability and validity of selected items for PA and SB measurement and assessment derived from the HBSC. Thus, this review aimed to critically assess the quality of those studies and summary evidence for future recommendations.

Methods

A systematic review protocol was used to search potentially eligible studies on assessing reliability and validity of PA and SB measures of the HBSC questionnaire. electronically academic databases were used. The information on the reliability and validity of the PA and SB measures were extracted and evaluated with well-recognized criteria or assessment tools.

Results

After a literature search, six studies were included in this review. The reliability of PA measures of the HBSC questionnaire showed a moderate agreement while the reliability of SB measures showed a great variation across the different items in the different subgroups. The validity of the PA measures had acceptable performance, whereas no studies assess the validity of the SB measures. The included studies all had quality weaknesses on reliability or validity analysis.

Conclusions

The PA and SB measures of the HBSC questionnaires were reliable in assessing PA and SB among adolescents. However, a little evidence showed that PA measures are partially valid in assessing PA, but no evidence confirmed the validity of SB measures. The included studies all had methodological weaknesses in examining the reliability and validity of the PA and SB measures, which should be addressed in the future. Further studies are encouraged to use a more standardized study design to examine the reliability and validity of the PA and SB measures in more young populations.

Establishing the Convergent Validity of the Travel Habit Questions in the Health Behavior in School-Aged Children Questionnaire by Quantifying Active Travel in Norwegian Adolescents

Background

Active travel (cycling or walking to school) can be a substantial part of adolescents' daily physical activity. Research on transport activities primarily relies on self-reported indices of travel mode and travel time. However, many researchers do not report the psychometric properties of their instruments. The Health Behavior in School-aged Children (HBSC) questionnaire is a commonly used instrument, but the items in this questionnaire on travel habits have not yet been validated. The present study was conducted to investigate the convergent validity and agreement between the HBSC items and a travel diary on (1) transport mode to and from school and (2) travel time to school.

Methods

The study sample consisted of 50 participants in the 9th grade (15 ± 0.3 years, 62% girls) from seven Norwegian schools. Outcome variables included transport mode and travel time derived from the HBSC items and a five-day travel diary. Convergent validity was assessed by evaluating Cohen's kappa for travel mode and the correlation coefficient (Spearman Rho) for travel time. Simple agreement calculations between the two measurement methods were also conducted.

Results

The association between the HBSC questionnaire and the diary for travel mode to and from school was κ = 0.63 (P < 0.001) and κ = 0.77 (P < 0.001), respectively. The total agreement between the HBSC questionnaire and the diary for was 78%. However, the agreement was higher for walking (88%) and cycling (91%) than for motorized transport (67%). For travel time, the Spearman correlation coefficient was ρ = 0.60 (P < 0.001) between the HBSC questionnaire and the diary. The total agreement on travel time was 67%; however, active commuters (86%) seemed to more accurately estimated travel time than motorized commuters (55%).

Conclusion

Although the overall agreement between the HBSC questionnaire and the diary for mode of transport was 78%, the HBSC questionnaire may underestimate the prevalence of motorized transport compared to walking and cycling.

Trial Registration

ClinicalTrials.gov, identifier: NCT03817047.

Exploring Risks Associated With Bullying Perpetration Among Hispanic/Latino Adolescents: Are They Similar for Foreign-Born and U.S.-Born?

Previous research indicates that racial and ethnic minority adolescents show an increased risk for bullying involvement. However, research on racial and ethnic differences in bullying has mainly focused on the differences between Whites and African American adolescents in the United States. Research on the bullying perpetration of foreign-born students is scarce. To fill this gap in the literature, this study utilizes the immigrant paradox to compare the prevalence rates and correlates of bullying perpetration between foreign-born and U.S.-born Hispanic/Latino adolescents. Data from the Health Behavior in School-Aged Children, 2009 to 2010 cohort study in the United States were used. The sample included 1,451 Hispanic/Latino adolescents from which 287 were foreign-born ( Mage = 13.32, SD = 1.68; 55% girls) and 1,164 were U.S.-born ( Mage = 13.05, SD = 1.68; 51.4% girls). Self-report questionnaires were administered to measure bullying involvement, substance abuse, befriending deviant peers, physical fight, demographic variables, and family characteristics. Findings showed that foreign-born adolescents did not differ from U.S.-born Hispanic/Latino adolescents (9.8% vs. 9.9%) regarding bullying perpetration. In addition, logistic regression analyses revealed that only bullying victimization was a common correlate for bullying perpetration across both groups. For foreign-born Hispanic/Latino adolescents, only befriending deviant peers was significantly associated with bullying perpetration. For the U.S.-born group, alcohol use and physical fights increased the odds of bullying perpetration. Implications for future research (e.g., the significance of the intersection of race, ethnicity, and socioeconomic class) and practice (e.g., the need to foster positive school environments) will be discussed.

Relationship between the average slope in the active commuting to and from school and fitness in adolescents: the mediator role of fatness

Active commuting to and from school (ACS) has been recognized as a potential tool to improve physical fitness. Thus, this study aims to test the relationships between the average slope in the ACS and physical fitness, as well as to verify the mediator role of fatness in the relationship between average slope and physical fitness. A total of 257 participants, 137 boys and 120 girls, from 22 schools belonged to first and second High School grades participated in this study. Based on self-reported measure and Google Earth, participants were grouped into the active commuter (number of trips was ≥5, and the time of the trip was ≥15 min), mixed commuter (number of weekly trips was <5, and the time spent on the trip was <15 min) and passive commuter groups (those who reported traveling regularly by car, motorcycle, or bus). Specifically, in the active commuter group, a positive association between the average slope in the ACS with fatness was found, which in turn was positively related to strength lower limbs and cardiorrespiratory fitness. The average slope was not significantly associated with physical fitness indicators. Furtheremore, fatness did not mediate the relathionship between average slope and physical fitness. This research concluded positive associations between average slope and the body fat in the ACS. The tendency of findings signal that the average slope should be taken into account along with the distance, time and frequency of the active commuting.

Study of the School–Residence Spatial Relationship and the Characteristics of Travel-to-School Distance in Shenyang

The school–residence spatial relationship is a key factor in understanding urban spatial structure and travel-to-school behavior of students. Analyzing the change law and the spatial characteristics of travel-to-school distance can provide a basis for improved accessibility of urban educational facilities and enable enrolment of students from the neighborhood. Based on one complete month of mobile phone signaling data for May 2018, the changes in student density with the travel-to-school distance was analyzed using MATLAB and Mann–Kendall Trend Test, and the pattern and the spatial structure of travel-to-school were explored. The results revealed that: (1) With increase in travel-to-school distance, the student density showed a decrease in truncated power law distribution, and it is concentrated within the travel-to-school distance of 5.0 km; (2) According to the sudden change points of the student density growth rate, the threshold distance for travel to kindergartens is 1.30 km, and for primary schools and secondary schools is 1.50 km. The school–residence spatial structure is divided according to the threshold of travel-to-school distance and the scope of attendance; (3) The dominant flow of travel-to-school is generally from urban peripheral and marginal areas to the urban core area, and partly from marginal areas to peripheral areas; (4) The pattern of travel-to-school is polycentric, and the study centers are mainly located in the urban central district north of the Hun River. The urban core area has the strongest attraction of students, while the marginal area has the weakest.

Active Transportation: The Role of Parent Attitude, The Physical Environment, and Social Capital

BACKGROUND

Despite recommendation and confirmed physical activity benefits, participation in active transportation to school (ATS) has continued to decline. This study's purpose was to create and test a model of ATS that is directly explained by the constructs of parent attitude, the physical environment, and social capital controlling for age and gender.

METHODS

Participants were parents (N = 248) of children at 6 elementary and 2 middle schools in 1 district in the Southwestern United States. The survey included previously validated behavior, environmental, attitude, and social items (eg, Safe Routes to School Parent Survey/U.S. General Social Survey). Structural equation modeling was used to test the fit of the model and whether parent attitude, the physical environment, and social capital were associated with active transportation.

RESULTS

An adjusted measurement model was a good fit for the data. The physical environment (β = 0.391; P < .01) as well as parent attitude (β = 0.535; P < .001) were positively associated with ATS.

CONCLUSION

This study supports a model of ATS, affirming that parent attitude, the physical environment, and social capital are effective constructs from which to conceptualize associations with walking and biking to school.

Regional comparisons of walking or bicycling for fun or exercise and for active transport in a nationally distributed sample of community-based youth

BACKGROUND

Physical activity helps prevent excessive weight gain in youth. Few studies have examined regional variations in common activities, walking and bicycling.

OBJECTIVE

The primary aim was to examine participation in previous 7-day walking/bicycling for active transport and for fun/exercise by region, gender and age groups.

METHODS

Children (n = 2693) from 130 diverse, geographically distributed US communities reported participation in previous 7-day walking/bicycling. Mixed model ANOVAs were used to compare walking/bicycling by region, gender and age groups using Healthy Communities Study data.

RESULTS

Walking/bicycling for fun/exercise was higher in the Midwest, South and West compared with the Northeast, with the same regional patterns for boys, girls and 9-11-year olds. Walking/bicycling to non-school destinations was higher in the Midwest compared with the South and Northeast, with the same pattern for girls and 9-11-year olds. Walking/bicycling to school was higher Midwest, Northeast and West compared with the South, with similar patterns for girls and 12-15-year olds.

CONCLUSIONS

Walking/bicycling for fun/exercise and to non-school destinations had higher prevalence than active transport to school. The Northeast reported lower walking/bicycling for fun/exercise; the South and Northeast reported lower walking/bicycling to non-school destinations. Program/policy initiatives should consider contextual demographic influences, as well as purpose/destination of walking/bicycling.

Understanding active school travel through the Behavioural Ecological Model

Active school travel (AST) is an important source of physical activity for children and a conceptual understanding of AST is necessary to inform promotion efforts. The aim of this article is to provide a conceptual analysis of AST. All currently identified AST formulations include intra-individual variables which are often recommended as intervention targets. However, existing literature lacks clarity on precisely how these intra-individual variables might shape specific AST interventions. Moreover, evaluative studies of AST interventions typically fail to specify an underpinning theory or model. To address this limitation, the Behavioural Ecological Model (BEM), not previously addressed in AST, is presented to guide this area of research. Based on specific examples, we draw attention to the role of potential antecedents and potential reinforcers of AST, as well as potential reinforcers of motorised travel. Antecedents and reinforcers may help to explain choices of school travel mode, and to inform and increase intervention options to promote AST. Consistent with the BEM, the provision of more immediate consequences, such as fun and material prizes, is an evidence-based strategy for increasing AST which is likely to be low-cost and easier to deliver than alternative interventions. This approach to the study of AST is expected to contribute to similar analyses in this and other areas of behaviour change research, and to a more useful discussion and treatment of theoretical and conceptual behavioural models.

Are single entry communities and cul-de-sacs a barrier to active transport to school in 11 elementary schools in Las Vegas, NV metropolitan area?

Single entry communities (SECs) and cul-de-sacs minimize route choices and increase trip distance. Las Vegas' built environment facilitates the examination of these variables and active transport to school (ATS) rates. The purpose of this study was to examine the influence of SECs and cul-de-sacs on ATS rates in Las Vegas, NV elementary children. Parental-reported data was collected from 11 elementary schools on ATS rates (n = 1217). SECs and cul-de-sacs were quantified for each school zone. Logistic regression models were used to predict ATS. 23.9% of students reported ATS all of the time and 31.4% some of the time. SECs per school zone ranged from 0 to 25 (mean = 11.9). Cul-de-sacs ranged from 12 to 315 (mean = 138.3). Some ATS use was predicted by distance from school (p ≤ 0.001;OR = 0.61), parental education (high school: p = 0.004;OR = 0.53, some college: p = 0.001;OR = 0.50, 4 year degree: p = 0.004;OR = 0.52) and cul-de-sacs (p ≤ 0.001;OR = 0.99). A separate model using distance from school (p ≤ 0.001;OR = 0.61), parental education (high school: p = 0.002;OR = 0.51, some college: p ≤ 0.001;OR = 0.45, 4 year degree: p ≤ 0.001;OR = 0.45) and SECs (p ≤ 0.001;OR = 0.96) predicted some ATS. All ATS use was predicted by distance from school (p ≤ 0.001;OR = 0.58), parental education (Grades 9–11: p = 0.05;OR = 0.61, high school: p ≤ 0.001;OR = 0.45, some college: p ≤ 0.001;OR = 0.41, 4 year degree: p ≤ 0.001;OR = 0.38) and SECs (p ≤ 0.001;OR = 0.97). A separate model using distance from school (p ≤ 0.001;OR = 0.58), parental education (Grades 9–11: p = 0.041;OR = 0.59, high school: p ≤ 0.001;OR = 0.47, some college: p ≤ 0.001;OR = 0.44, 4 year degree: p ≤ 0.001;OR = 0.43) and cul-de-sacs (p ≤ 0.001;OR = 0.99) predicted all ATS. Current findings reveal that both SECs and cul-de-sacs were predictors of ATS beyond distance. Students with more SECs and cul-de-sacs in their school zone were less likely to utilize ATS.

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ATS rates have declined significantly over the last four decades.

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SECs and cul-de-sacs increase trip distance and minimize route choices.

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More SECs and cul-de-sacs were associated with less ATS some/all of the time.

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Current urban design may be creating a barrier for school aged children to utilize ATS.

A Profile of Active Transportation in Colorado Public Schools, 2014-2015

Active transportation (AT) may represent an ideal opportunity to accumulate physical activity (PA). Thus, the purpose of this study was to describe the AT profile among students from two Colorado school districts. Students completed a survey on AT resulting in a final dataset (n = 3738) from which descriptive and inferential statics were calculated. Respondents were 11.32 ± 2.82 years of age (Boys = 48.27 %; Girls = 51.73 %). Most students (87.29 %) traveled to or from school via automobile, while 11.17 % walked and 1.53 % biked. Boys rode bicycles to school significantly more (p < 0.0001) than girls, and when walking, accumulated significantly more time (p = 0.02) than females. When examining by grade level significant differences were found for days/week walking (p = 0.0002) to school and biking (p < 0.001) to school. High school students accumulated significantly (p < 0.0001) more time walking to school than middle or elementary school students. Similarly, high school students spent more time biking (p < 0.0001) to school than middle school and elementary school respondents. These findings indicate that travel to school by automobile is still the dominant mode of travel for most public school students. Further, males were generally more likely to obtain extra time in AT. Moreover, older students were more likely to engage in AT, and to spend more time during their AT.