Raktim Mitra

Active school transportation in the Greater Toronto Area, Canada: an exploration of trends in space and time (1986-2006).

OBJECTIVE This study describes temporal and spatial trends in active transportation for school trips in the Greater Toronto Area, Canadas largest city-region. METHODS Proportions of trips by travel mode to and from school were estimated and compared for children (11-13 years) and youth (14-15 years). Data were drawn from the 1986, 1996, 2001, and 2006 versions of the Transportation Tomorrow Survey (TTS). RESULTS Between 1986 and 2006, walking mode share for trips to school declined (53.0%-42.5% for 11-13 year olds, 38.6%-30.7% for 14-15 year olds). Although there has also been a decline in walking home from school, walking rates were higher in the afternoon. In 2006, younger children in the suburbs walked less to school (36.1%-42.3% of trips) than 11-13 year olds in Toronto (48.1%) and Torontos 14-15 year olds walked less (38.3% of trips) but used transit more (44.8% of trips) than students in the suburbs. CONCLUSION The findings indicate a period of decline (1986-2006) in the use of active modes for journeys to and from school for both age groups. Policies and programs to increase active transportation should acknowledge the spatial, temporal, and demographic heterogeneity of school travel decisions and outcomes.

Independent Mobility and Mode Choice for School Transportation: A Review and Framework for Future Research

Interest in active school transportation has emerged in response to concern over the reduced levels of physical activity (PA) among children. PA derived from active school travel may have important implications for the healthy development of children and youth. This article reviews transportation, urban planning, health and environmental psychology literatures to explore current understanding of school travel behaviour. The major theoretical approaches used to study and explain walking/cycling behaviour were examined; and existing evidence of the influences on school travel outcomes was summarized. Based on this review, the paper outlines a conceptual framework for exploring school travel behaviour of children and youth. The model hypothesizes multiple levels of influence on independent mobility and mode choice for school transportation; independent mobility is conceptualized within the household activity-travel paradigm. Future empirical research based on this framework will inform policy interventions that are focused on childrens active mobility and PA.

Built Environment and School Travel Mode Choice in Toronto, Canada

Walking to or from school may provide a regular source of physical activity for children and youth. To improve walking practices among this younger population, urban planners emphasize the importance of built environment interventions. Empirical understanding of the potential relationship between the built environment and active school transportation (e.g., walking) is therefore essential to the development of effective planning interventions. In the nexus of empiricism and policy, place-based differences in school transport policy and urbanization processes, which may associate with mode choice, provide the rationale for conducting local research to support local policy development. This study examines the association between the built environment and the likelihood of walking or being driven to or from school. The research also addresses differences in mode choice behavior across morning and afternoon school trips. Binomial logit models were specified to study the school travel outcomes of children aged 11 to 13 years in the city of Toronto, Canada. Distance between the residence and school had the strongest correlation with mode choice; other built environment measures had moderate associations with walking. Importantly, the built environment around a childs residence had a stronger association with mode choice than did the built environment around the school. Furthermore, the effect of the built environment was more apparent for home-to-school trips. This research provides evidence that the built environment may influence school travel mode choice, but planners and community-based organizations should exercise caution when the nature of interventions required to encourage walking among children is determined.

Spatial clustering and the temporal mobility of walking school trips in the Greater Toronto Area, Canada

Interest in utilitarian sources of physical activity, such as walking to school, has emerged in response to the increased prevalence of sedentary behavior in children and youth. Public health practitioners and urban planners need to be able to survey and monitor walking practices in space and time, with a view to developing appropriate interventions. This study explored the prevalence of walking to and from school of 11-13 year olds in the Greater Toronto Area (GTA), Canada. The Getis-Ord (G(i)(*)) local spatial statistic, Markov transition matrices, and logistic regressions were used to examine the spatial clustering of walking trips in the study area, and to document any temporal drift of places in and out of walking clusters. Findings demonstrate that walking tends to cluster within the urban and inner-suburban GTA, and in areas with low household income. Temporally persistent cluster membership was less likely within inner-suburban and outer-suburban places. The evidence suggests that interventions to increase active school transportation need to acknowledge spatial and temporal differences in walking behavior.

The freedom to explore: examining the influence of independent mobility on weekday, weekend and after-school physical activity behaviour in children living in urban and inner-suburban neighbourhoods of varying socioeconomic status

BackgroundChildren’s independent mobility (CIM) is critical to healthy development in childhood. The physical layout and social characteristics of neighbourhoods can impact opportunities for CIM. While global evidence is mounting on CIM, to the authors’ knowledge, Canadian data on CIM and related health outcomes (i.e., physical activity (PA) behaviour) are missing. The purpose of this study was to examine if CIM is related to multiple characteristics of accelerometry-measured PA behaviour (total PA, light PA, moderate-to-vigorous PA, time spent sedentary) and whether associations between CIM and PA behaviour systematically vary by place of residence, stratifying by gender and type of day/period (weekdays, after-school, weekend).MethodsParticipants were recruited through Project BEAT (Built Environment and Active Transport; http://www.beat.utoronto.ca). Children (n = 856) were stratified into four neighbourhood classifications based on the period of neighbourhood development (urban built environment (BE) (old BE) versus inner-suburban BE (new BE)) and socioeconomic status (SES; low SES and high SES). Physical activity was measured via accelerometry (ActiGraph GT1M). CIM was assessed via parental report and two categories were created (low CIM, n = 332; high CIM, n = 524). A series of two-factor ANOVAs were used to determine gender-specific differences in PA for weekdays, weekend days and the after-school period, according to level of CIM, across four neighbourhood classifications.ResultsChildren who were granted at least some independent mobility (high CIM) had more positive PA profiles across the school week, during the after-school period, and over the weekend; they were also less sedentary. The influence of CIM on PA behaviour was particularly salient during the after-school period. Associations of CIM with PA varied by gender, and also by neighbourhood classification. CIM seemed to matter more in urban neighbourhoods for boys and suburban neighbourhoods for girls.ConclusionOur findings highlight the importance of independent mobility to multiple characteristics of children’s PA behaviour across the week. Furthermore, they emphasize that independent mobility-activity relationships need to be considered by gender and the type of neighbourhood independent mobility is offered in. Future work will focus on developing a predictive model of CIM that could be used to inform decision-making around alleviating barriers to CIM.

Do parental perceptions of the neighbourhood environment influence children’s independent mobility? Evidence from Toronto, Canada:

Children’s independent mobility (CIM), or a child’s freedom to explore their neighbourhood unsupervised, is important for their psychological development and potentially enables daily physical activity. However, the correlates of CIM remain under-studied particularly in terms of the influence of the neighbourhood environment. Within this context, children’s independent mobility in Toronto, Canada, was examined using linear regression and ordered logit models. Findings demonstrate that a higher level of CIM was correlated with more physical activity. Parental perceptions related to neighbourhood safety, stranger danger and sociability were associated with CIM. A child’s independent mobility was also correlated with age, sex, language spoken at home and parental travel attitudes. Interventions to increase CIM should focus on enhancing the neighbourhood social environment. Increasing the independent mobility of girls and of children with diverse ethno-cultural backgrounds are also worthy of particular research and policy attention.

Walk-friendly suburbs for older adults? Exploring the enablers and barriers to walking in a large suburban municipality in Canada

The neighbourhood environment may enable active aging by allowing the integration of walking into an older adults daily routine. This study explores the relationship between the neighbourhood built environment and walking among a small group of older adults in a large suburban municipality in Canada. In-depth interviews using a photo-voice approach revealed that the participants walked largely to accumulated physical activity. Older adults who lived in either conventional residential or condominium neighbourhoods discussed poor traffic conditions and lack of benches/trees/places as barriers, and proximity to parks and access to shops as enablers to walking. Poor sidewalk quality, absence of street lights and personal safety concerns were major barriers to walking only for those living in suburban residential neighbourhoods. Our results indicate that high quality- and safe walking infrastructure may facilitate walking for physical activity among older adults living in the suburban communities.

Children's outdoor playtime, physical activity, and parental perceptions of the neighbourhood environment

The purpose of this study was to examine the association between the hours of outdoor play and objective measures of physical activity and identify the correlates of outdoor playing time in terms of parental perceptions of the neighbourhood environment. Time spent in outdoor play, both on a typical weekday and a typical weekend day, and neighbourhood perceptions, was assessed by parental self-report for 889 students attending grades 5 and 6 in Toronto, Canada (mean age: 10.50 ± 0.72 years). Physical activity was assessed by accelerometry. Ordered logit models were estimated to explore the influence of neighbourhood perceptions on the time spent playing outdoors. Regardless of a childs age and sex, duration of play was significantly correlated with minutes of moderate-to-vigorous physical activity. Parental concerns about strangers and fast drivers were inversely associated with duration of play on a typical weekday. Parental safety concerns continue to present a formidable barrier to greater outdoor play.

Mode substitution effect of urban cycle tracks: Case study of a downtown street in Toronto, Canada

ABSTRACT With the growing environmental and health concerns associated with automobile dependence, municipalities across the Western world are investing in cycling facilities to encourage drivers and transit users to take up cycling as a mode of transportation, a process that is known as the travel mode substitution. This study explored the potential impact of cycle tracks on short-term travel mode substitution behavior. We present a case study of Sherbourne Street, located in downtown Toronto, Canada, that was redeveloped in 2012 to include a cycle track that replaced an existing bicycle lane. A street intercept survey was conducted in Fall, 2014, to record quantitative data on current and retrospective travel behaviors of cyclists (n = 214). A mode substitution effect was observed, with 38% of the respondents reporting that they would use travel modes other than cycling before the Sherbourne Street redevelopment, for making a trip to their current destination; the majority of them were previously transit users. Binary logistic regression models indicated that younger cyclists were less likely to substitute a car trip for a cycling trip. Those who did not use Sherbourne Street previously were more likely to substitute their travel mode. Improved safety was the most commonly reported reason for mode substitution. This study contributes to a limited literature by providing much needed insights into the impacts of cycle tracks on travel behavior in a North American context. This paper can also inform the development of easy-to-implement survey/audit tools to be used by professionals at the community level.

Can the built environment explain gender gap in cycling? An exploration of university students' travel behavior in Toronto, Canada

ABSTRACT The benefits of cycling as a healthier and more sustainable transportation alternative to private automobile is emphasized in both literature and policy. One key policy challenge in improving cycling rates is the significant gender gap in cycling that exists across urban regions in North America. In this study, travel behavior of >10,000 students attending four universities in Toronto, Canada, was analyzed to explore gender-based differences in cycling uptake. The mode share for cycling was higher for non-commute trips (9%) when compared to commuting trips to universities (7.6%). In addition, men had higher cycling rates than women, for both commute and non-commute trips. Results from binomial logistic regression models indicate that the built environment-related correlates were different between male and female students, and between commute and non-commute trips. Access to bicycle lanes or cycle tracks was found to increase the odds of female commuter cycling. This effect, however, was moderate in the neighborhoods with higher land use mix. Further, high-speed traffic was a significant barrier to cycling among female commuters. Noticeably, our analysis did not find major gender-based differences in the coefficients relating to travel attitudes and preferences. The findings provide a Canadian comparison to the limited international research on this topic, as well as offer new insights particularly relating to cycling for non-commute trips. The results identify potential avenues for policy intervention regarding the promotion of healthy and sustainable travel behavior among post-secondary students, and more broadly, the millennial generation.