Ron Buliung

Active school transport, physical activity levels and body weight of children and youth: A systematic review

OBJECTIVES Active school transport (AST) may be an important source of childrens physical activity (PA). Innovative solutions that increase PA time for children, without putting added pressure on the school curriculum, merit consideration. Before implementing such solutions, it is important to demonstrate that active school transport is associated with health-related outcomes. METHODS Following a standardized protocol, we conducted a systematic review of published research to address this question and explore whether children who actively commute to school also have a healthier body weight. Online searches of 5 electronic databases were conducted. Potential studies were screened on the basis of objective measures of physical activity. RESULTS Thirteen studies were included in this review. Nine studies demonstrated that children who actively commute to school accumulate significantly more PA and two studies reported that they expended significantly more kilocalories per day. Where studies examined body weight (n=10), only one reported active commuters having a lower body weight. CONCLUSIONS These studies demonstrate that active school commuters tend to be more physically active overall than passive commuters. However, evidence for the impact of AST in promoting healthy body weights for children and youth is not compelling.

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.

GIS measured environmental correlates of active school transport: A systematic review of 14 studies

BackgroundEmerging frameworks to examine active school transportation (AST) commonly emphasize the built environment (BE) as having an influence on travel mode decisions. Objective measures of BE attributes have been recommended for advancing knowledge about the influence of the BE on school travel mode choice. An updated systematic review on the relationships between GIS-measured BE attributes and AST is required to inform future research in this area. The objectives of this review are: i) to examine and summarize the relationships between objectively measured BE features and AST in children and adolescents and ii) to critically discuss GIS methodologies used in this context.MethodsSix electronic databases, and websites were systematically searched, and reference lists were searched and screened to identify studies examining AST in students aged five to 18 and reporting GIS as an environmental measurement tool. Fourteen cross-sectional studies were identified. The analyses were classified in terms of density, diversity, and design and further differentiated by the measures used or environmental condition examined.ResultsOnly distance was consistently found to be negatively associated with AST. Consistent findings of positive or negative associations were not found for land use mix, residential density, and intersection density. Potential modifiers of any relationship between these attributes and AST included age, school travel mode, route direction (e.g., to/from school), and trip-end (home or school). Methodological limitations included inconsistencies in geocoding, selection of study sites, buffer methods and the shape of zones (Modifiable Areal Unit Problem [MAUP]), the quality of road and pedestrian infrastructure data, and school route estimation.ConclusionsThe inconsistent use of spatial concepts limits the ability to draw conclusions about the relationship between objectively measured environmental attributes and AST. Future research should explore standardizing buffer size, assess the quality of street network datasets and, if necessary, customize existing datasets, and explore further attributes linked to safety.

What's "quickest and easiest?": parental decision making about school trip mode

BackgroundThe potential benefits of active school travel (AST) are widely recognized, yet there is consistent evidence of a systematic decline in the use of active modes of transportation to school since the middle part of the 20th century. This study explored parental accounts of the school travel mode choice decision-making process.MethodsThirty-seven parents of children (17 who walked; 20 who were driven) from four elementary schools in Toronto, Canada participated in semi-structured interviews. The schools varied with respect to walkability of the built environment and socio-economic status. Thematic analysis of interview transcripts identified a two-stage decision-making process.ResultsAn initial decision concerned the issue of escorting or chauffeuring a child to/from school. This decision appeared to be primarily influenced by concerns about traffic, the childs personal safety, and the childs maturity and cognitive ability regarding navigating his/her way to/from school safely. Following the escort decision, parents considered mode choice, typically selecting what they perceived to be the easiest and most convenient way to travel. The ascription of convenience to the various modes of transportation was influenced by perceptions of travel time and/or distance to/from school. Convenience became a particularly salient theme for parents who found it necessary to complete multi-activity trip chains.ConclusionsThe school travel mode choice decision process is complex. Future research and practice should continue to address safety concerns that are typically the focus of active school transport initiatives while addressing more explicitly the behavioural cost of competing mode choices.

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.

COMMUTE MINIMIZATION IN THE GREATER TORONTO AREA: APPLYING A MODIFIED EXCESS COMMUTE.

Abstract Following the excess commuting literature, we develop a benchmark measure of the minimum required commute, conditional on the layout of the specific urban area. Through segmentation of the commuters into those that can be relocated and those that cannot, we try to explain the difference between the minimum required and actual commute. To determine the segmentation of the commuters we make use of a micro-level explanatory model of commuting distance. This micro-level modeling exercise informs a number of excess commuting simulations that address the contribution of certain groups of commuters to total commuting. Findings from the micro-analysis reaffirm similar findings in the literature for other urban areas. The simulation exercise suggests that varied levels of commute savings may result from policy directed at particular commuter groups.

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.

Understanding the drive to escort: a cross-sectional analysis examining parental attitudes towards children’s school travel and independent mobility

BackgroundThe declining prevalence of Active School Transportation (AST) has been accompanied by a decrease in independent mobility internationally. The objective of this study was to compare family demographics and AST related perceptions of parents who let their children walk unescorted to/from school to those parents who escort (walk and drive) their children to/from school. By comparing these groups, insight was gained into how we may encourage greater AST and independent mobility in youth living in the Greater Toronto and Hamilton Area, Canada.MethodsThis study involved a cross-sectional design, using data from a self-reported questionnaire (n =1,016) that examined parental perceptions and attitudes regarding AST. A multinomial logistic regression analysis was used to explore the differences between households where children travelled independently to school or were escorted.ResultsFindings revealed that unescorted children were: significantly older, the families spoke predominantly English at home, more likely to live within one kilometer from school, and their parents agreed to a greater extent that they chose to reside in the current neighborhood in order for their child to walk to/from school. The parents of the escorted children worried significantly more about strangers and bullies approaching their child as well as the traffic volume around school.ConclusionsFrom both a policy and research perspective, this study highlights the value of distinguishing between mode (i.e., walking or driving) and travel independence. For policy, our findings highlight the need for planning decisions about the siting of elementary schools to include considerations of the impact of catchment size on how children get to/from school. Given the importance of age, distance, and safety issues as significant correlates of independent mobility, research and practice should focus on the development and sustainability of non-infrastructure programs that alleviate parental safety concerns.

Simulating Automobile Emissions in an Integrated Urban Model

The network component of an integrated urban model called IMULATE is interfaced with the MOBILE5.C emissions models. IMULATE produces estimates of traffic flows and average speeds on each link in an urban road network using a user equilibrium assignment algorithm. This information is combined with speed-dependent emissions factors generated by MOBILE5.C to calculate estimates of the three types of emissions on a link-by-link basis. The combined models are implemented for the Hamilton, Ontario, Canada, metropolitan area. Simulations are conducted to illustrate the spatial patterns of emissions in the morning peak period and to demonstrate the impact of congestion on emissions estimates. The incorporation of detailed network performance information yields significant benefits in the estimation of regional automobile emissions.

Activity–Travel Behaviour Research: Conceptual Issues, State of the Art, and Emerging Perspectives on Behavioural Analysis and Simulation Modelling

Abstract The ‘human activity approach’ to the study of travel behaviour represents a synthesis of concepts and analytic approaches partially drawn from several subdisciplines concerned with human spatial behaviour. Underlying the approach is the widely accepted view that travel demand emerges in response to individual and household requirements for activity participation. Study of the literature reveals a diverse array of research interests, equalled by the application of a broad assortment of modelling approaches and tools for analysis. The paper begins with a discussion of several conceptual issues that, if addressed, could enhance the behavioural rigour of on‐going research. The rest of the paper updates the literature with respect to state of the art and emerging approaches to activity–travel analysis and modelling. Overall, it is concluded that the advancement of new modelling concepts and approaches, in the presence of substantial methodological diversity, needs to be balanced with research into the kinds of behavioural and analytic issues raised in the paper.