How Do Perceptions of Local Neighborhood Relate to Adolescents' Walking and Cycling?

Effectiveness of an Ecological Model-Based Active Transport Education Program on Physical and Mental Health in High School Students (MOV-ES Project): Study Protocol for a Randomized Controlled Trial

The United Nations, through its 2030 Agenda and Sustainable Development Goals, advocates for the establishment of conducive environments for physical activity, following the ecological model. In line with this initiative, active transportation emerges as an accessible, cost-effective, and sustainable approach to augmenting daily physical activity levels. This study protocol endeavors to assess the impact of an active transportation education program rooted in the ecological model on the physical and mental well-being of high school students. Drawing upon scientific insights, we hypothesize that a 16-week active transportation intervention will lead to a 3% reduction in average body fat percentage and a noteworthy enhancement in executive function (including inhibition, cognitive flexibility, and working memory), physical fitness (comprising cardiorespiratory fitness and muscle strength), and mental health (encompassing mood disorders and cognitive functioning). If this intervention proves effective, it could offer a viable solution for the school community, especially in reducing congestion within the school environment. The study protocol aims to evaluate the impact of an active transportation educational program based on the ecological model on the physical and mental well-being of high school students. Three high schools located in the urban area of Talca, Chile, will be randomly selected (one public, one privately subsidized, and one private non-subsidized). Each high school will be randomly assigned an experimental group (n = 30) and a control group (n = 30; without intervention). The experimental groups will receive an active transportation educational intervention during their physical education classes for four months (60 to 90 min sessions, once a week), while the control group will receive no intervention. The primary outcome will provide information on body composition and executive function. Secondary outcomes will include objective physical activity level, physical fitness, mental well-being, academic achievement, health-related quality of life, perception of environmental urban features, physical activity barriers, and adherence to active transportation. It is expected that the results of the MOV-ES Project will transcend the physical health of schoolchildren and will have an impact on the school community, especially by decongesting the school environment.

Physical activity interventions among youth living in rural and remote areas: A systematic review

OBJECTIVES

Physical activity (PA) interventions have potential to improve health and social outcomes among youth. The aim of this study was to collate the evidence on the effectiveness of PA and sports-based interventions among youth living in rural and remote areas.

METHODS

We searched five databases and grey literature (HealthInfoNet). Search terms included PA, rural status, adolescents, and outcome measures. Studies were included if published in English, recruited 10- to 18-year olds, and were based in rural or remote communities (Modified Monash Model [MMM] area classification range of MMM 3-7). Quasi-experimental and pre-experimental and post-experimental PA interventions were included. Two authors evaluated the articles independently following the Preferred Reporting Items for Systematic Review and Meta-Analysis (PRISMA) guidelines, and relevant data were extracted. International Prospective Register of Systematic Reviews (PROSPERO) (CRD42020199001).

RESULTS

Of the 11802 studies identified, 6 were included in the review. Most studies were excluded for not meeting MMM 3-7 criteria. Four of the included studies had sports-related interventions, and 2 had walking-based interventions. Outcomes included self-efficacy, mental health, and academic performance. One study reported a positive effect of PA on self-efficacy (β = 0.26, p=0.018, odds ratio = 1.43 [95% confidence interval: 1.07-1.92]).

CONCLUSION

Few community-based PA interventions have been evaluated in rural areas. There is a need for future evaluations in rural areas and include PA as an outcome measure.

IMPLICATIONS FOR PUBLIC HEALTH

The findings highlight the need for measurement of PA outcomes in PA interventions in rural and remote areas. The findings also highlight the need for research to utilise a standardised measure of rurality.

Associations of neighborhood walkability with moderate to vigorous physical activity: an application of compositional data analysis comparing compositional and non-compositional approaches

BACKGROUND

We compared the relation between neighborhood features and moderate to vigorous physical activity (MVPA) using linear regression analysis and the more novel compositional data analysis (CoDA). Compositional data analysis allows us to take the time children allocate to different movement behaviours during a 24-hour time period into account.

METHODOLOGY

Data from youth participants (n = 409) in the QUALITY (QUebec Adipose and Lifestyle InvesTigation in Youth) cohort were included. Time spent in MVPA, light physical activity, sedentary behavior, and sleep ("24-hour movement behaviours") was measured using accelerometers. Neighborhood data were collected using a geographic information system and through direct observation. In CoDA models, we used orthogonal logratio coordinates, which allows for the association of neighbourhood walkability with MVPA to be estimated with respect to the average composition of all other behaviours within a 24-hour time frame. In baseline linear regression models, MVPA was regressed cross-sectionally on neighborhood walkability. All models were stratified by sex, and controlled for BMI z-scores, pubertal development, seasonal variation, parental education, and neighbourhood safety.

RESULTS

Based on CoDA, girls who lived in more walkable neighborhoods had 10% higher daily MVPA (95% CI: 2%, 19%), taking into account all other movement behaviours. Based on linear regression, girls who resided in more walkable neighborhoods engaged in 4.2 (95% confidence interval [CI]: 1.2, 6.6) more minutes of MVPA per day on average than girls residing in less walkable neighborhoods.

CONCLUSIONS

Unlike with traditional linear models, all movement behaviours were included in a single model using CoDA, allowing for a more complete picture of the strength and direction of the association between neighbourhood Walkability and MVPA. Application of CoDA to investigate determinants of physical activity provides additional insight into potential mechanisms and the ways in which people allocate their time.

Cultivating social relationships and disrupting social isolation in low-income, high-disparity neighbourhoods in Ohio, USA

Social isolation undermines health. Inequities in social networks exist due to historical and contemporary practices of socioeconomic and racial segregation. Thus, lower income and minority families are less likely to have the number, strength, and variety of social connections as higher income and white families. Therefore, social isolation may contribute to inequities in health and well-being across socioeconomic and racial groups. Disrupting social isolation by strengthening social networks may be a meaningful way to equitably improve population health. In this study we aimed to better understand the factors that influence the formation and sustainment of social connections in neighbourhoods experiencing a disproportionate burden of social needs and poor health outcomes. Participants were recruited through our community-academic partnership, Healthy Homes (HH). Healthy Homes serves families with pregnant women and/or children <6 years in two low-income, high-morbidity neighbourhoods, focusing on supporting families' needs and hopes. Between October 2016 and April 2017, we conducted in-depth qualitative interviews (n = 20) with English-speaking mothers and grandmothers of children under <6 years. Interviews were audio-recorded, transcribed verbatim and independently coded. After applying an a priori code list, we conducted emergent coding to identify additional themes. Themes focused on the social environment, including social connections and social isolation, among vulnerable populations in included neighbourhoods. Families want connection to one another and to resources but look to others to facilitate those connections. Families may want or need social connections but do not engage if it means sacrificing their values or sense of self-worth. These findings provide a deeper understanding of the factors that might allow us to disrupt social isolation by building relationships in communities that face social and health inequities.

Route Choices and Adolescent-Adult Connections in Mitigating Exposure to Environmental Risk Factors During Daily Activities

While adolescent-adult connections have been shown to be protective against violence perpetration and victimization, mechanisms through which these connections confer protection from violence are poorly understood. We assessed whether adolescent-adult connections protected youth in lower resource urban neighborhoods from exposure to environmental risk factors for violence during daily activities. We overlaid on the city landscape minute-by-minute activity paths from 274 randomly sampled predominantly African American male youth, ages 10 to 24, enrolled in a population-based study of daily activities in Philadelphia, PA, to calculate environmental exposures and to compare exposures along actual versus shortest potential travel routes. Adolescent-adult connections were defined using brief survey questions and detailed family genograms. Analyses demonstrated that youth's selected travel routes resulted in significantly lower exposure to several types of crime, including vandalism, narcotics arrests, and disorderly conduct, than would have occurred on shortest potential routes. On average, youth with adolescent-adult connections spent less time outdoors than youth without connections, although these differences did not reach statistical significance (p = .06). There were no significant differences in environmental risk factors encountered by youth with versus without adolescent-adult connections. Future mixed-methods research combining qualitative and geographic information systems (GIS) approaches should investigate which factors shape travel decisions during daily activities to guide multimodal violence prevention interventions.

Associations of active travel with adiposity among children and socioeconomic differentials: a longitudinal study

OBJECTIVES

Examine longitudinal associations between modes of travel to school and adiposity.

SETTING

The UK.

PARTICIPANTS

8432 children surveyed at ages 7, 11 and 14 years from the UK Millennium Cohort Study.

PRIMARY AND SECONDARY OUTCOMES

Objective percentage body fat and body mass index (BMI). Transport mode was categorised as private motorised transport, public transport and active transport (walking or cycling). Socioeconomic position (SEP) was measured by household income group and occupational social class. We adjusted analyses for changes in the country of UK, frequency of eating breakfast, self-reported growth spurts, hours of screen time and days per week of moderate-to-vigorous physical activity. Longitudinal (panel) regression models adjusting for individual fixed effects examined associations in changes in mode of travel to school and adiposity, controlling for both time-varying and time-invariant potential confounders. Interaction tests and stratified analyses investigated differences by markers of SEP.

RESULTS

At age 14 years, 26.1% of children (2198) reported using private motorised transport, 35.3% (2979) used public transport and 38.6% (3255) used active transport to get to school. 36.6% (3083) of children changed mode two times between the three waves and 50.7% (4279) changed once. Compared with continuing to use private transport, switching to active transport was associated with a lower BMI (-0.21 kg/m², 95% CI -0.31 to -0.10) and body fat (-0.55%, 95% CI -0.80% to -0.31%). Switching to public transport was associated with lower percentage body fat (-0.43%, 95% CI -0.75% to -0.12%), but associations with BMI did not reach statistical significance (-0.13 kg/m², 95% CI -0.26 to 0.01). Interaction tests showed a trend for these effects to be stronger in more deprived groups, but these interactions did not reach statistical significance.

CONCLUSION

This longitudinal study during a key life course period found switching to physically active forms of travel can have beneficial adiposity impacts; these associations may be more apparent for more disadvantaged children. Increasing active travel has potential to ameliorate inequalities.

Active Transport to School and School Neighbourhood Built Environment across Urbanisation Settings in Otago, New Zealand

The school neighbourhood built environment (BE) can facilitate active transport to school (ATS) in adolescents. Most previous studies examining ATS were conducted in large urban centres and focused on BE of home neighbourhoods. This study examined correlations between school-level ATS rates among adolescents, objectively measured school neighbourhood BE features, and adolescents’ perceptions of the school route across different urbanisation settings. Adolescents (n = 1260; 15.2 ± 1.4 years; 43.6% male) were recruited from 23 high schools located in large, medium, and small urban areas, and rural settings in Otago, New Zealand. Adolescents completed an online survey. School neighbourhood BE features were analysed using Geographic Information Systems. School neighbourhood intersection density, residential density and walkability index were higher in large urban areas compared to other urbanisation settings. School-level ATS rates (mean 38.1%; range: 27.8%–43.9%) were negatively correlated with school neighbourhood intersection density (r = −0.58), residential density (r = −0.60), and walkability index (r = −0.64; all p < 0.01). School-level ATS rates were also negatively associated with adolescents’ perceived safety concerns for walking (r = −0.76) and cycling (r = −0.78) to school, high traffic volume (r = −0.82), and presence of dangerous intersections (r = −0.75; all p < 0.01). Future initiatives to encourage ATS should focus on school neighbourhood BE features and minimise adolescents’ traffic safety related concerns.

Neighborhood Built Environment Measures and Association with Physical Activity and Sedentary Time in 9-14-Year-Old Children in Saskatoon, Canada

This study assessed whether perceptual and researcher-rated measures of neighborhood-built environments (BEs) predict device-based multiple activity-related outcomes, specifically: moderate-to-vigorous physical activity (MVPA), light physical activity (LPA), and sedentary time (ST), in children. Eight hundred and sixteen children aged 9-14 years from Saskatoon, Canada, were surveyed on their perceptions of BE, and their PA outcomes were objectively monitored for one week at three different time frames over a one-year period, September 2014 to August 2015. The researcher-rated BE measures were collected by trained researchers using multiple BE audit tools: neighborhood active living potential (NALP) and Irvine Minnesota inventory (IMI), 2009-2010. A multilevel modeling approach was taken to understand BE influences of children's PA outcomes. Children's perceived availability of parks and sidewalks predicted a higher accumulation of MVPA and a lower accumulation of ST. Children's report of the absence of neighborhood social disorder (e.g., threats from scary dogs/people) predicted a higher LPA, while reported concern about crime predicted a lower MVPA. Researcher-rated neighborhood activity friendliness predicted a lower ST, however, researcher-rated safety from crime predicted a higher ST. Perceived BE characteristic were stronger predictors of children's PA outcomes compared to researcher-rated BE factors.

A Conceptual Framework for Modelling Safe Walking and Cycling Routes to High Schools

Active transport to or from school presents an opportunity for adolescents to engage in daily physical activity. Multiple factors influence whether adolescents actively travel to/from school. Creating safe walking and cycling routes to school is a promising strategy to increase rates of active transport. This article presents a comprehensive conceptual framework for modelling safe walking and cycling routes to high schools. The framework has been developed based on several existing relevant frameworks including (a) ecological models, (b) the “Five Es” (engineering, education, enforcement, encouragement, and evaluation) framework of transport planning, and (c) a travel mode choice framework for school travel. The framework identifies built environment features (land use mix, pedestrian/cycling infrastructure, neighbourhood aesthetics, and accessibility to local facilities) and traffic safety factors (traffic volume and speed, safe road crossings, and quality of path surface) to be considered when modelling safe walking/cycling routes to high schools. Future research should test this framework using real-world data in different geographical settings and with a combination of tools for the assessment of both macro-scale and micro-scale built environment features. To be effective, the modelling and creation of safe routes to high schools should be complemented by other interventions, including education, enforcement, and encouragement in order to minimise safety concerns and promote active transport.

Cycle training and factors associated with cycling among adolescents in England

BACKGROUND

Cycling has the potential to encourage physical activity as well as advancing societal goals such as reducing carbon emissions; encouraging cycling is therefore a policy goal in many contexts. We analysed individual level data from the whole of England on factors associated with cycling among adolescents, including cycle training delivered by the age of 11 years in primary schools.

METHODS

Data came from the nationally representative Millennium Cohort Study collected when participants were aged 13-15 years (adolescents). We assessed frequency of cycling at least once per week (regular cycling) and used logistic regression to assess how this differed across characteristics including demographic, health and environmental factors, as well as receiving cycle training ('Bikeability') in primary school.

RESULTS

We found that 21.0% of adolescents cycled at least once per week. In fully adjusted analyses, this was more common among boys than girls (32.5% vs. 9.4%, p < 0.001), and those in rural areas than urban areas (24.9% vs. 20.3%, p < 0.001). Adolescents in areas with higher prevalence of adult cycle commuting were more likely to cycle regularly (26.1% in high cycling areas vs. 19.3% in low cycling areas, p < 0.001). Participants offered cycle training in primary school were not more likely to cycle regularly as adolescents (21.7% vs. 22.3%, p = 0.528).

DISCUSSION

Approximately one in five adolescents in England cycles regularly, although being offered cycle training in primary school was not linked to greater cycling. Many of the factors associated with adolescent cycling are similar to those for adults and adolescents are more likely to cycle in areas with higher levels of adult cycling.

Neighborhood Greenery as a Predictor of Outdoor Crimes between Low and High-Income Neighborhoods

Neighborhood greenery contributes to improving mental, emotional, and physical health and may help to promote neighborhood safety. Several studies have reported positive effects of neighborhood greenery on the improvement of outdoor safety, but little is known about whether the relationship between green vegetation and outdoor safety varies with the income status of neighborhoods. The purpose of this study is to examine neighborhood greenery as a predictor of outdoor crime rates between low and high-income neighborhoods while controlling for the sociodemographic conditions of the neighborhoods. This study used 2010 census block group data and objectively measured natural environment data derived from GIS in Austin, Texas. Comparison t-tests and ordinal least square regressions were conducted as statistical analyses. The t-tests showed that low-income neighborhoods were more socioeconomically disadvantaged and had less greenery than high-income neighborhoods. The final regression models showed that neighborhood greenery had a negative relationship with outdoor crimes for low-income neighborhoods but a positive relationship with crimes for high-income neighborhoods. The results suggest that different strategies may be needed in dealing with neighborhood safety according to neighborhood-level income.

Longitudinal effects of urban green space on walking and cycling: A fixed effects analysis

This study examined whether changes in green space within the living environment were associated with changes in walking and cycling frequencies in a cohort of 3,220 Dutch adults between 2004, 2011 and 2014. Data on self-reported weekly time spent walking and cycling for active commute and leisure were linked to geographic information system (GIS) measures of total green areas within 1000 m buffer zones around each participant's home address, and distance to the nearest green space. First, cross-sectional linear regression models showed no statistically significant associations between green space measures and walking and cycling. Second, fixed effects (FE) models were used to analyze whether changes in green space were associated with changes in walking and cycling, using longitudinal data from respondents who did not relocate over time. As distance to the nearest green area increased by 100 m, individuals spent 22.76 fewer (95% CI: -39.92, -5.60) minutes walking for leisure per week and 3.21 more (95% CI: 0.46, 5.96) minutes walking for active commute. Changes in distance to green space were not significantly related to changes in cycling measures. No clear associations between changes in green areas within 1000 m buffers and changes in walking and cycling were observed. Overall, there was weak evidence of an effect of changes in green space area on changes in walking, and no evidence for cycling.

A Study of Perceived Nature, Shade and Trees and Self-Reported Physical Activity in Denver

(1) Background: Current evidence on the association between greenery and physical activity (PA) remains inconsistent. Most studies on this association use objective measures of greenness, which do not reveal people’s perceptions of greenness in neighborhoods, or the role of quality components of greenness, such as shade, trees, and the presence of nature on this association. (2) Methods: Drawing on data from the Neighborhood Environment and Health Survey—a cross-sectional population-based survey of Denver residents in 2007—we examined which measures of greenness (perceived and objective) correlated with the self-reported PA. We also assessed how components of perceived greenness, shade, trees and the presence of nature, correlated with PA. (3) Results: Perceived greenness, reflecting perception of trees, shade and the presence of nature, was positively associated with reported moderate–vigorous PA. Conclusion: Findings provide evidence that quality aspects of greenness affect people’s perception of the neighborhood in a way that relates to PA. The individual contributions of shade, trees, and the presence of nature in this association should be analyzed in future studies. Understanding the link between shade and trees and PA has implications for how to plan for walkability and sun safety at the neighborhood scale.

The Importance of Pedestrian Network Connectivity for Adolescent Health: A Cross-sectional Examination of Associations between Neighbourhood Built Environments and Metabolic Health in the Pacific Islands Families Birth Cohort Study

The research aim was to investigate associations between objectively-assessed built environment attributes and metabolic risk in adolescents of Pacific Islands ethnicity, and to consider the possible mediating effect of physical activity and sedentary time. Youth (n = 204) undertook a suite of physical assessments including body composition, blood sampling, and blood pressure measurements, and seven day accelerometry. Objective measures of the neighbourhood built environment were generated around individual addresses. Logistic regression and linear modelling were used to assess associations between environment measures and metabolic health, accounting for physical activity behaviours. Higher pedestrian connectivity was associated with an increase in the chance of having any International Diabetes Federation metabolic risk factors for males only. Pedestrian connectivity was related to fat free mass in males in unadjusted analyses only. This study provides evidence for the importance of pedestrian network connectivity for health in adolescent males. Future research is required to expand the limited evidence in neighbourhood environments and adolescent metabolic health.

Mapping the Emotional Experience of Travel to Understand Cycle-Transit User Behavior

People experience emotions during travel. Driving, riding a bicycle, taking transit, and walking all involve multiple mental processes, potentially leading to various ranges of emotions such as fear, anger, sorrow, joy, and anticipation. Understanding the link between emotions and transportation environments is critical to planning efforts aiming to bring about a more environmentally sustainable society. In this paper, we identified, geo-coded, analyzed, and visualized emotions experienced by cycle–transit users, or CTUs, who combine bicycling and public transit in a single trip. We addressed two research questions: (1) What types of emotions do CTUs experience, why, and where? (2) How can mapping and understanding these emotions help urban planners comprehend CTU travel behavior and build a more sustainable transportation system? Based on 74 surveys completed by CTUs in Philadelphia, USA, we performed a content analysis of textual data and sketch maps, coded for emotional content, attached emotions with geo-referenced locations using GIS, and finally created four types of emotional maps. Overall, CTUs expressed 50 negative and 31 positive sentiments. Anger was the most frequently identified emotion, followed by disgust, fear, sadness, and joy. Twenty-five transportation planners reviewed the maps; the majority found that the maps could effectively convey an emotional account of a journey, opinions on routes and locations, or emotions attached to them. This paper advances theory and practice in two ways. First, the method privileges a heretofore little examined form of knowledge—the emotional experience of CTUs—and transportation planners confirm the value of this knowledge for practice. Second, it extends the study of emotional geographies to the transportation environment, pointing out venues for additional planning interventions. We conclude that mapping emotions reveals a more comprehensive understanding of travel experience that aids in better transportation planning and happier neighborhoods.

Les adolescentes font-elles moins de vélo en raison de moindres possibilités réelles d’investir l’espace public ?

Cadre de recherche : Les pratiques du vélo sont sous-tendues par des enjeux environnementaux, sanitaires et économiques considérables, mais les adolescentes en font particulièrement peu.

Objectifs : L’article ambitionne de se demander dans quelle mesure ce constat résulte d’inégalités d’opportunités réelles sexuées à investir l’espace public.

Méthodologie : Dispositionnaliste, l’analyse s’appuie sur deux campagnes d’observations (expérimentation et observation directes) et d’entretiens semi-directifs formels réalisés avec 43 garçons et 39 filles âgé·e·s de 17 ou 18 ans, ainsi que 26 de leurs parents, dans des milieux variés des métropoles de Montpellier et de Strasbourg.

Résultats : Les résultats indiquent que l’adolescence tend à se traduire par une période d’incorporation ou de renforcement de dispositions sexuées à investir l’espace public particulièrement restrictives pour les filles. De fait, les injonctions socialisatrices qui les concernent particulièrement participent notamment à renforcer leurs dispositions à craindre de se déplacer seules, de s’aventurer et de stationner dans l’espace public, lesquelles limitent considérablement leurs possibilités réelles de s’engager dans des formes de pratiques du vélo solitaires, aventurières, improvisées et d’occupation. Cela, alors même qu’on observe les tendances précisément inverses chez les garçons dans leur ensemble.

Conclusions : En explicitant de nombreuses variations observables au sein de chaque catégorie de sexe, notamment selon les milieux socio-économiques et résidentiels et selon les contextes, nous illustrons enfin que le vélo mérite d’être analysé comme une pratique de distinction à la fois sexuée, sociale et spatiale.

Contribution : Tout en justifiant l’intérêt de mobiliser une sociologie dispositionnaliste pour éclairer la (re)production des rapports sociaux de sexe à travers la (re)production d’inégalités de potentiels de mobilités, l’article illustre que le vélo constitue un fait social à part entière.

Active Transport, Not Device Use, Associates with Self-Reported School Week Physical Activity in Adolescents

The purpose of this study was to examine the relationships among active transport, electronic device-use, and self-reported school week moderate-to-vigorous physical activity (MVPA) in a sample of adolescents. The sample consisted of 1445 adolescents enrolled in the Family Life, Activity, Sun, Health, and Eating study. A panel research organization invited panel members balanced to the US population on sex, census division, household income and size, and race/ethnicity. Web-based surveys were administered to each selected adolescent. Adolescents answered questions pertaining to out-of-school electronic device-use and active transport to and from school. Predicted weekly minutes of MVPA were calculated from the Youth Activity Profile. The outcome variable was predicted school week MVPA (in minutes). The predictive utility of device-use and active transport variables on self-reported school week MVPA were examined using weighted multiple linear regression models. After adjusting for age, sex, and BMI, active transport to school (b = 12.32, 95% CI [9.72–14.93], p < 0.001) and from school (b = 7.18, 95% CI [4.79–5.57], p < 0.001) were significantly associated with self-reported school week MVPA. No device-use variables were significantly associated with school week MVPA. Active transport to and from school may have an impact on school week MVPA in adolescents.

Differences in park characteristic preferences for visitation and physical activity among adolescents: A latent class analysis

In order to optimize environmental interventions, the current study aimed to investigate whether there are subgroups with different preferences regarding park characteristics for park visitation and park-based PA among adolescents (12–16 years). Furthermore, we examined whether the identified subgroups differed in socio-demographics, PA behavior, and park use characteristics (e.g. accompaniment to park, usual activities during park visitation, usual transportation to parks). Adolescents (12–16 years) were recruited via randomly selected secondary schools, located in Flanders (Belgium). Class visits were conducted between September and November 2016 and adolescents were asked to complete an online questionnaire. Latent class analyses using Sawtooth Software were used to identify possible subgroups. A final sample of 972 adolescents (mean age 13.3 ± 1.3 years) remained for analyses. Three subgroups of adolescents with similar preferences for park characteristics could be distinguished for both park visitation and park-based PA. Overall, current results indicate that park upkeep was the most important park characteristic for park visitation as well as park-based PA among at risk subgroups (i.e. adolescents with lower overall PA levels, girls, older adolescents,…) followed by the presence of a playground or outdoor fitness equipment. Among the more active adolescents, especially boys visiting the parks together with friends, the presence of a sport field (soccer and basketball) seems to be the best strategy to increase park visitation as well as park-based PA. Current results provide a starting point to advise policy makers and urban planners when designing or renovating parks that investing in good upkeep and maintenance of parks, and the provision of a playground or outdoor fitness equipment might be the best strategy to increase both park visitation and park-based PA among at risk adolescent subgroups.

Associations of socio-demographic, perceived environmental, social and psychological factors with active travel in Hong Kong adolescents: the iHealt(H) cross-sectional study

Adolescent active travel (AT) can contribute to health-enhancing physical activity, sense of community, social interactions, spatial and navigational skills and is a sustainable form of transport. Data analysed were from surveys with validated scales, translated and adapted for Chinese speaking Hong Kong adolescents and their parents, and administered to 1,299 adolescent/parent dyads. Using hierarchical modelling, this study examined independent associations of socio-demographic, perceived environmental, social and psychological factors (in that order) with adolescent AT to/from school (ATS) and AT to other destinations in Hong Kong. Moderation by gender and age on perceived environmental and social factors and number of household vehicles on proximity to destinations with AT were also estimated. The adolescents participating in ATS (58%), averaged 7.93 trips and 139.79 min per week. Adolescents averaged 7.68 trips/week to destinations other than school. Perceived proximity of school to home and social support for PA from peers were independently associated with higher odds of engaging in ATS. Social support for PA from household adults was associated with lower odds of engaging in ATS, especially in older adolescents. Trip frequency in those who engaged in ATS was positively associated with perceived proximity of school, access to services and parental transport-related PA. Perceived proximity of school was negatively associated with weekly minutes of ATS. Gender modified the association between social support for PA from peers and ATS frequency, and that of perceived proximity to public transport from home with weekly minutes of ATS. Perceived environmental, social and psychological factors were independently associated with AT to destinations other than school. In conclusion, Hong Kong adolescents appear to have high frequencies of ATS and AT to other destinations than reported elsewhere. Social support from peers, parental AT and having schools and other destinations within walking distance from home may independently contribute to adolescents' AT.

Association Between the Activity Space Exposure to Parks in Childhood and Adolescence and Cognitive Aging in Later Life

The exposure to green space in early life may support better cognitive aging in later life. However, this exposure is usually measured using the residential location alone. This disregards the exposure to green spaces in places frequented during daily activities (i.e., the ‘activity space’). Overlooking the multiple locations visited by an individual over the course of a day is likely to result in poor estimation of the environmental exposure and therefore exacerbates the contextual uncertainty. A child’s activity space is influenced by factors including age, sex, and the parental perception of the neighborhood. This paper develops indices of park availability based on individuals’ activity spaces (home, school, and the optimal route to school). These measures are used to examine whether park availability in childhood is related to cognitive change much later in life. Multi-level linear models, including random effects for schools, were used to test the association between park availability during childhood and adolescence and cognitive aging (age 70 to 76) in the Lothian Birth Cohort 1936 participants (N = 281). To test for the effect modification, these models were stratified by sex and road traffic accident (RTA) density. Park availability during adolescence was associated with better cognitive aging at a concurrently low RTA density (β = 0.98, 95% CI: 0.36 to 1.60), but not when the RTA density was higher (β = 0.22, 95% CI: −0.07 to 0.51). Green space exposure during early life may be important for optimal cognitive aging; this should be evidenced using activity space-based measures within a life-course perspective.

Environmental correlates of physical activity among children 10 to 13 years old in Wallonia (Belgium)

Background

In Belgium, as in many other countries, the juvenile practice of physical activity is insufficient. A growing attention has been paid to environmental factors that may influence physical activity but with inconsistent findings. This study aims to estimate the association between daily life environment characteristics and physical activity among children 10 to 13 years old in Wallonia (Belgium).

Methods

Data were collected using a self-administered questionnaire among 1940 children (HBSC survey). Associations between factors related to the children’s living environment and physical activity (vigorous physical activity (VPA) ≥ twice a week; global physical activity (GPA) defined as VPA ≥ twice a week and moderate-to-vigorous physical activity ≥1 h/day) were estimated using logistic regressions adjusted for potential confounders.

Results

Nearly three-quarters of the children practiced VPA ≥ twice a week, but only one in five practiced GPA consistent with recommendations. After adjustment, children living in a neighborhood with playgrounds or parks were more likely to achieve a recommended level of GPA (OR: 1.34 [1.04–1.73]), as were children who reported that other youngsters were present in their neighborhood with whom they could play outside (OR: 1.50 [1.12–1.99]). The presence of neighborhood children was also positively associated with VPA (OR: 1.80 [1.42–2.29]); in stratified analyses, the association was significant only among boys (OR: 1.95 [1.34–2.82]). Moreover, and only in girls (OR: 1.66 [1.10–2.49]), a feeling of safety in one’s neighborhood was positively associated with VPA. No association was found between VPA and the existence of a yard or a garden at home to go playing outside.

Conclusion

Our results argue for developing actions aimed at creating living environments more favorable to children’s daily physical activity. More specifically, they help better understand the environment of Belgian children and thus contribute to better identify their needs.

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.

Objectively measured crime and active transportation among 10-13 year olds

This study examined the temporal relationship between objective measures of neighborhood crime and active transportation among children. A sample of 387 children aged 10–13 years from Kingston, Canada were studied between January 2015 and December 2016. Active transportation was measured over 7 days using Geographic Information System loggers. The number of crimes per capita were measured within a 1 km distance of participants' homes for the 24-month period prior to when their active transportation was measured. Surprisingly, children living in neighborhoods in the highest neighborhood crime rate quartile engaged in significantly more active transportation than children living in neighborhoods in the lowest neighborhood crime rate quartile (16.4 versus 10.2 min/day, p < 0.05). This relationship persisted after adjustment for several individual, family, and environmental covariates.

Physical and spatial assessment of school neighbourhood built environments for active transport to school in adolescents from Dunedin (New Zealand)

Adolescent active transport to school (ATS) is influenced by demographic, social, environmental and policy factors. Yet, the relationship between school neighbourhood built environment (SN-BE) and adolescents' ATS remains largely unexplored. This observational study examined associations between observed, objectively-measured and perceived SN-BE features and adolescents' ATS in Dunedin (New Zealand). Adolescents' perception of safety of walking to school was the strongest correlate of ATS among adolescents living ≤ 2.25 km of school, whereas assessed micro- and macro-scale SN-BE features were not significantly correlated with ATS. Adolescents' perceptions of walking safety should be considered as a part of comprehensive efforts to encourage ATS.

The Effectiveness of an On-Bicycle Curriculum on Children

OBJECTIVE

The objective of this study was to determine whether the BikeSafe on-bicycle curriculum affects children's bicycle safety knowledge and collect cross-sectional data on cycling beliefs and attitudes.

METHODS

The University of Miami's BikeSafe program collected surveys from 286 participants, aged 7-15, in 10 Miami-Dade County Parks, Recreation, and Open Spaces summer camps from June to August 2015. Pre and post knowledge assessments were analyzed for 83 intervention group and 57 control group participants. Posttesting occurred immediately following program implementation and 2-4 weeks postimplementation.

RESULTS

Intervention group participants demonstrated significant differences (P < .05) in knowledge gain between testing points, whereas control group participants did not. Participants (n = 286) were more likely to be encouraged to ride a bicycle by parents/guardians (61.2%) than by friends (38.1%) or schools (19.6%). Older respondents reported lower intentions of helmet use compared to the younger age group, χ²(4) = 27.96, P < .0005.

CONCLUSIONS

Children's bicycle safety knowledge increased following implementation of the BikeSafe on-bicycle curriculum. This study confirmed previous research on the decrease in helmet use as children get older and provided insight into how children view their parents' beliefs and attitudes relating to cycling. The findings of this study can be used to effectively target future educational and encouragement initiatives.

Parents' and adolescents' perception of traffic- and crime-related safety as correlates of independent mobility among Belgian adolescents

The independent mobility (IM), defined as the freedom of young people to travel without adult supervision, has been related to the physical activity time, the acquisition of personal autonomy, to less intense fear of crime, and to a stronger feeling of being part of their community and other health and social benefits. The aims of this study were to compare parents’ and adolescents’ traffic- and crime-related safety perceptions of their neighborhood and to analyze the associations of these perceptions with adolescents’ IM. A total of 291 adolescents and their parents completed the Neighborhood Environment Walkability Scale (NEWS) questionnaire. Multilevel (two-level models: individual level—neighborhood level) regression analyses were conducted to examine whether the environmental perceptions differed between parents and adolescents and the association between the parental and adolescents’ perception to the IM and the active independent mobility (AIM). Parents reported a more negative perception of traffic (except for amount and speed) and crime-related safety. Adolescents’ environmental perceptions were not associated with their IM but parental perceptions of traffic- and crime-related safety were associated with IM and with active IM, although not all associations were in the expected direction. Future urban policy efforts should address environments where parents perceive sufficient levels of safety to increase the levels of IM in adolescents.

Understanding child and parent perceptions of barriers influencing children's active school travel

BACKGROUND

Physical activity plays a fundamental role in the health and well-being of children. Walking is the most common form of physical activity and the journey to and from school provides an opportunity for children to be active every day. This study examines how child and parent perceptions of barriers to active school travel influences children's behaviour.

METHODS

Participants were recruited from 48 elementary schools in Southwestern Ontario, Canada. The study sample includes 1296 children (ages 9-14 years) who live within walking distance of their school, defined as 1.6 km network distance. Chi-square analysis examined differences between child and parent perceptions of barriers to active school travel. Logistic regression models examined how parent and child perceptions of barriers influence active school travel behaviour, while controlling for key intrapersonal, interpersonal, and physical environment factors.

RESULTS

The results indicate that there are significant differences in how parents and children perceive barriers to active school travel. Model results find older children, children without siblings, households with no vehicles, and children who live closer to school are most likely to use active school travel. Parent perceptions of barriers are found to have a greater influence on children's active school travel behaviour than children's perceptions. Different perceptions of barriers influence active school travel to school compared to returning home from school.

CONCLUSIONS

Child and parent perceptions of barriers to active school travel differ and have different impacts on children's travel behaviour. Understanding how child and parent perceptions of barriers differ can help policymakers and practitioners develop specialized interventions aimed at increasing children's use of active school travel and children's overall physical activity. Interventions used to promote active school travel should focus on safety, as well as perceptions of distance to break parental habits of routinely driving their children to school. Overall, this study highlights the importance of considering both child and parent perceptions to create a safe and accessible environment to allow for an increase in active school travel behaviour among elementary school children who live within walking distance of their school.

Subgroups of adolescents differing in physical and social environmental preferences towards cycling for transport: A latent class analysis

In order to be able to tailor environmental interventions to adolescents at risk for low levels of physical activity, the aim of the present study is to identify subgroups of adolescents with different physical and social environmental preferences towards cycling for transport and to determine differences in individual characteristics between these subgroups. In this experimental study, 882 adolescents (12-16 years) completed 15 choice tasks with manipulated photographs. Participants chose between two possible routes to cycle to a friend's house which differed in seven physical micro-environmental factors, cycling distance and co-participation in cycling (i.e. cycling alone or with a friend). Latent class analysis was performed. Data were collected from March till October 2016 across Flanders (Belgium). Three subgroups could be identified. Subgroup 1 attached most importance to separation of the cycle path and safety-related aspects. Subgroup 2 attached most importance to being able to cycle together with a friend and had the highest percentage of regular cyclists. In subgroup 3, the importance of cycling distance clearly stood out. This subgroup included the lowest percentage of regular cyclists. Results showed that in order to stimulate the least regular cyclists, and thus also the subgroup most at risk for low levels of active transport, cycling distances should be as short as possible. In general, results showed that providing well-separated cycle paths which enable adolescents to cycle side by side and introducing shortcuts for cyclists may encourage different subgroups of adolescents to cycle for transport without discouraging other subgroups.

Encouraging Dog Walking for Health Promotion and Disease Prevention

Regular physical activity is associated with numerous health benefits, including the prevention of many chronic diseases and conditions or a reduction in their adverse effects. Intervention studies suggest that promoting dog walking among dog owners who do not routinely walk their dogs may be an effective strategy for increasing and maintaining regular physical activity. Strategies that emphasize the value of dog walking for both dogs and people, promote the context-dependent repetition of dog walking, enhance the social-interaction benefits, encourage family dog walking, and ensure availability of public space for dog walking may encourage increased dog walking. Research also supports organizing buddy systems via "loaner" dogs to facilitate informal walking by dog owners and non-dog owners. Given the number of homes that have dogs, strategies that promote dog walking could be effective at increasing physical activity levels among a significant proportion of the population. Maximizing the potential for dog walking to positively influence the health of individual people (and dogs) will only occur through implementing programs with broad population-level reach. Policies that facilitate dog walking at the community and population levels, such as "dogs allowed" places, off-leash zones, and dog-friendly built environments and parks, may contribute to greater physical activity through dog walking.

Parental perceptions of barriers to active commuting to school in Spanish children and adolescents

Background

: Understanding parental barriers is crucial to promote active commuting to school since the parental perceptions influence how young people commute. This study examined parental barriers to active commuting to school among Spanish children and adolescents, and their association with their gender and the usual mode of commuting. Parents of children ( n = 628) and parents of adolescents ( n = 151) from Granada (Spain) completed a paper-based questionnaire about perceived parental barriers to active commuting to school and mode of commuting. Data were analyzed using the Chi-square test. Among Spanish parents, the most common barriers reported by parents of children were traffic volume and dangerous intersections, whereas the most frequent barriers reported by parents of adolescents were distance to school and dangerous intersections. Compared to parents of children, a greater proportion of parents of adolescents reported distance to school and crime and smaller proportion reported traffic volume as barriers to active commuting to school. Among parents of children, crime was a more commonly reported as a barrier by parents of girls. Although some barriers reported by parents of passive commuters were similar for children and adolescents (such as distance to school and absence of a policeman at crosswalks), other barriers were specific to parents of children. The main parental barriers to active commuting in children were traffic volume and dangerous intersections whereas for adolescents were distance and dangerous intersections. Among Spanish parents, parental barriers to active commuting are influenced by children's age, gender and mode of commuting to school.

Associations Between Parent-Perceived Neighborhood Safety and Encouragement and Child Outdoor Physical Activity Among Low-Income Children

BACKGROUND

A growing body of research has examined the relationship between perceived neighborhood safety and parental encouragement for child physical activity (PA), yet these potential predictors have not been studied together to predict child outdoor PA. The purpose of this study is to examine these predictors and parent- and child-reported child outdoor PA.

METHODS

The Texas Childhood Obesity Research Demonstration study collected data from fifth-grade students attending 31 elementary schools across Austin and Houston and their parents (N = 748 parent-child dyads). Mixed-effects linear and logistic regressions stratified by gender and adjusted for sociodemographic covariates assessed associations among parental-perceived neighborhood safety, parental encouragement for child's outdoor PA, and parent- and child-reported child's outdoor PA.

RESULTS

Parental-perceived neighborhood safety was significantly associated with encouraging outdoor PA (P = .01) and child-reported child's outdoor PA in boys, but not in girls. Significant associations were found between parental encouragement and child-reported outdoor PA for girls (P < .05) and parent-reported outdoor PA (P < .01) for boys and girls.

CONCLUSIONS

Parent encouragement of PA and neighborhood safety are potential predictors of child outdoor PA and could be targeted in youth PA interventions.

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.

Comparing residence-based to actual path-based methods for defining adolescents' environmental exposures using granular spatial data

This paper uses data from a population-based case control study of daily activities and assault injury to examine residence-based versus actual path-based approaches to measuring environmental exposures that pose risks for violence among adolescents. Defining environmental exposures based on participant home address resulted in significant misclassification compared to gold standard daily travel path measures. Dividing participant daily travel paths into origin-destination segments, we explore a method for defining spatial counterfactuals by comparing actual trip path exposures to shortest potential trip path exposures. Spatial methods explored herein can be utilized in future research to more accurately quantify environmental exposures and associations with health outcomes.

Which physical and social environmental factors are most important for adolescents' cycling for transport? An experimental study using manipulated photographs

Background

Ecological models emphasize that cycling for transport is determined by an interplay between individual, physical and social environmental factors. The current study investigated (a) which physical and social environmental factors determine adolescents’ preferences towards cycling for transport and (b) which individual, physical and social environmental factors are associated with their intention to actually cycle for transport.

Methods

An online questionnaire consisting of questions on individual and social environmental variables, and 15 choice-based conjoint tasks with manipulated photographs was completed by 882 adolescents (55.3% male; 13.9 ± 1.6 years). Within the choice tasks, participants were asked to indicate which of two situations they would prefer to cycle to a friend’s house. The manipulated photographs were all modified versions of one semi-urban street which differed in the following physical micro-environmental attributes (separation of cycle path, evenness of cycle path, speed limit, speed bump, traffic density, amount of vegetation and maintenance). In addition, each photograph was accompanied by two sentences which described varying cycling distances and co-participation in cycling (i.e. cycling alone or with a friend). After each choice task participants were also asked if they would actually cycle in that situation in real life (i.e. intention). Hierarchical Bayes analyses were performed to calculate relative importances and part-worth utilities of environmental attributes. Logistic regression analyses were performed to investigate which individual, physical and social environmental factors were associated with adolescents’ intention to actually cycle for transport.

Results

Adolescents’ preference to cycle for transport was predominantly determined by separation of cycle path, followed by shorter cycling distance and co-participation in cycling. Higher preferences were observed for a separation between the cycle path and motorized traffic by means of a hedge versus a curb, versus a marked line. Similar findings were observed for intention to cycle. Furthermore, evenness of the cycle path and general maintenance of the street were also of considerable importance among adolescents, but to a lesser extent.

Conclusions

Results of this experimental study justify investment by local governments in well-separated cycling infrastructure, which seemed to be more important than cycling distance and the social environment.

Examining Associations of Environmental Characteristics with Recreational Cycling Behaviour by Street-Level Strava Data

Policymakers pay much attention to effectively increasing frequency of people’s cycling in the context of developing sustainable and green cities. Investigating associations of environmental characteristics and cycling behaviour could offer implications for changing urban infrastructure aiming at encouraging active travel. However, earlier examinations of associations between environmental characteristics and active travel behaviour are limited by low spatial granularity and coverage of traditional data. Crowdsourced geographic information offers an opportunity to determine the fine-grained travel patterns of people. Particularly, Strava Metro data offer a good opportunity for studies of recreational cycling behaviour as they can offer hourly, daily or annual cycling volumes with different purposes (commuting or recreational) in each street across a city. Therefore, in this study, we utilised Strava Metro data for investigating associations between environmental characteristics and recreational cycling behaviour at a large spatial scale (street level). In this study, we took account of population density, employment density, road length, road connectivity, proximity to public transit services, land use mix, proximity to green space, volume of motor vehicles and traffic accidents in an empirical investigation over Glasgow. Empirical results reveal that Strava cyclists are more likely to cycle for recreation on streets with short length, large connectivity or low volume of motor vehicles or on streets surrounded by residential land.

Social and built-environment factors related to children's independent mobility: The importance of neighbourhood cohesion and connectedness

This study examines aspects of neighbourhood social environments (namely, neighbourhood safety, cohesion and connection) and child-specific built environment attributes in relation to children's independent mobility. The results suggest that children aged 8-13 years with parents who perceive their neighbourhood as more cohesive and more connected, and are located closer to school, engaged in higher levels of independently mobile trips. The qualitative component of this research revealed that for NZ European, Māori, Samoan and other Pacific parents, 'people danger' was the most common concern for letting their children go out alone, whereas for Asian and Indian parents, 'traffic danger' was the most common reason for their concern.

A Birth Cohort Analysis to Study Dog Walking in Adolescence Shows No Relationship with Objectively Measured Physical Activity

Physical inactivity during childhood and adolescence is a serious health concern. There are few studies of the activity undertaken by adolescents when walking with the family dog, and the effect of this on objectively measured physical activity levels. Objective measures of physical activity using accelerometers were recorded at age 11–12, 13–14, and 15–16 years in the Avon Longitudinal Study of Parents and Children (ALSPAC) (ALSPAC, UK) birth cohort during the 2000s. Family pet ownership was collected retrospectively using a questionnaire at age 18 years, for the ages 7, 11, 13, and 15 years. In addition, approximate frequency per week of walks undertaken with dogs were also reported. Multilevel, multivariable modeling was used to investigate the relationship between dog ownership and dog walking status, and physical activity outcomes. There were a total of 4,373 complete data observations for use in 2,055 children. Reported participation in dog walking tended to increase during adolescence, as did dog ownership. The majority of who own dogs reported walking them either 2–6 times/week (range 39–46%) or never (range 27–37%). A small minority (7–8%) reported walking their dog every day. Most reported never walking any other dog either (94–87%). We found no evidence for an association between dog ownership or reported dog walking, and objectively measured physical activity (counts per minute, P = 0.3, or minutes of moderate-to-vigorous physical activity, P = 0.7) during adolescence. This study provides no evidence to support a relationship between adolescent dog ownership and physical activity, and demonstrates the importance of using objective activity measures and considering dog walking rather than just dog ownership.

Utilizing Crowdsourced Data for Studies of Cycling and Air Pollution Exposure: A Case Study Using Strava Data

With the development of information and communications technology, user-generated content and crowdsourced data are playing a large role in studies of transport and public health. Recently, Strava, a popular website and mobile app dedicated to tracking athletic activity (cycling and running), began offering a data service called Strava Metro, designed to help transportation researchers and urban planners to improve infrastructure for cyclists and pedestrians. Strava Metro data has the potential to promote studies of cycling and health by indicating where commuting and non-commuting cycling activities are at a large spatial scale (street level and intersection level). The assessment of spatially varying effects of air pollution during active travel (cycling or walking) might benefit from Strava Metro data, as a variation in air pollution levels within a city would be expected. In this paper, to explore the potential of Strava Metro data in research of active travel and health, we investigate spatial patterns of non-commuting cycling activities and associations between cycling purpose (commuting and non-commuting) and air pollution exposure at a large scale. Additionally, we attempt to estimate the number of non-commuting cycling trips according to environmental characteristics that may help identify cycling behavior. Researchers who are undertaking studies relating to cycling purpose could benefit from this approach in their use of cycling trip data sets that lack trip purpose. We use the Strava Metro Nodes data from Glasgow, United Kingdom in an empirical study. Empirical results reveal some findings that (1) when compared with commuting cycling activities, non-commuting cycling activities are more likely to be located in outskirts of the city; (2) spatially speaking, cyclists riding for recreation and other purposes are more likely to be exposed to relatively low levels of air pollution than cyclists riding for commuting; and (3) the method for estimating of the number of non-commuting cycling activities works well in this study. The results highlight: (1) a need for policymakers to consider how to improve cycling infrastructure and road safety in outskirts of cities; and (2) a possible way of estimating the number of non-commuting cycling activities when the trip purpose of cycling data is unknown.

A longitudinal examination of improved access on park use and physical activity in a low-income and majority African American neighborhood park

This study sought to evaluate the impact of street crossing infrastructure modifications on park use and park-based physical activity in a low-income and African American community. A five-lane major highway created an access barrier between low-income housing units and the local neighborhood park in Columbia, Missouri. The installation of a signalized pedestrian crosswalk provided an opportunity to conduct a natural experiment to examine the effect of improved safe access upon community active living behaviors. Direct observation using SOPARC was collected prior to the crosswalk instillation in June 2012, after the crosswalk installation in June 2013 and again as a follow up in June 2014 during the same two-week period to assess changes in total park use and total energy expenditure by age, gender and race/ethnicity. Analysis of covariance models, controlling for temperature examined changes in total counts and total energy expenditure using pairwise Sidak post-hoc comparisons. Total park use increased from 2012 (n=2080) to 2013 (n=2275) and remained constant in 2014 (n=2276). However, despite increases in safe access and overall park use, there was a significant decrease in total energy expenditure following the installation of the crosswalk that was sustained in 2014. This study shows that increasing safe access to parks primarily positively influences park use but not park-based physical activity. While improved safe access is encouraging greater park use, there is a need for future research to examine additional factors such as social support, programming and environmental changes to engage community members in park-based physical activity.

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.

Associations between parents' perception of neighbourhood environments and safety with physical activity of primary school children in Klang, Selangor, Malaysia

BACKGROUND

This study aimed to evaluate parental perception of neighbourhood environments and safety in association with children's physical activity among primary school children in Klang, Selangor, Malaysia.

METHODS

A total of 250 children (9-12 years of age) and their parents participated in this cross-sectional study. Physical Activity Questionnaire for Older Children and Neighbourhood Environmental Walkability Scale as well as questions on constrained behaviours (avoidance and defensive behaviours) were used to assess the children's physical activity and parental perception of neighbourhood environment and safety, respectively.

RESULTS

More than one-third (36.0%) of the children were physically inactive compared with only a small percentage (4.8%) who were physically active, with boys achieving higher physical activity levels than girls (t = 2.564, P = 0.011). For the environmental scale, parents' perception of land-use mix (access) (r = 0.173, P = 0.006), traffic hazards (r = -0.152, P = 0.016) and defensive behaviour (r = -0.024, P = 0.143) correlated significantly with children's physical activity. In multiple linear regression analysis, child's gender (β = -0.226; P = 0.003), parent's education (β = 0.140; P = 0.001), household income (β = 0.151; P = 0.024), land-use mix (access) (β = 0.134; P = 0.011) and defensive behaviour (β = -0.017; P = 0.038) were significantly associated with physical activity in children (R = 0.349, F = 6.760; P < 0.001), contributing 12.2% of the variances in physical activity of the children.

CONCLUSION

Results highlight the links between parental perception of neighbourhood environments, safety and constrained behaviours with their children's participation in active play. Interventions aimed to increase actual and perceived safety and reduce perceptions of risk by parents in safe neighbourhoods can be targeted to increase children's physical activity in their local neighbourhoods.

Urban Park Development and Pediatric Obesity Rates: A Quasi-Experiment Using Electronic Health Record Data

INTRODUCTION

Childhood obesity affects ~20% of children in the United States. Environmental influences, such as parks, are linked with increased physical activity (PA).

OBJECTIVE

To examine whether changes in Body Mass Index (BMI) z-score were associated with construction of a new park.

METHODS

A quasi-experimental design was used to determine whether living in proximity of a park was associated with a reduction in BMI z-score. Children were selected from health clinics within an 11 mile radius of the park. A repeated-measure ANOVA was employed for analysis of the relationship between exposure (new park) and BMI z-score.

RESULTS

Participants were 1443 (median age 10.3 range (2-17.9 years), BMI: z-score 0.84 ± 1.09) African American (77.4%) adolescents. Change in BMI z-score was not statistically different for children living at different distances from the park after controlling for age, gender, race, ethnicity, or payer type (p = 0.4482). We did observe a small 0.03 increase in BMI z-score from pre- to post-park (p = 0.0007). There was a significant positive association between child's baseline age and BMI z-score (p < 0.001).

CONCLUSIONS

This study found proximity to a park was not associated with reductions in BMI z-score. Additional efforts to understand the complex relationship between park proximity, access, and PA are warranted.

Longitudinal Intergenerational Birth Cohort Designs: A Systematic Review of Australian and New Zealand Studies

BACKGROUND

The longitudinal birth cohort design has yielded a substantial contribution to knowledge of child health and development. The last full review in New Zealand and Australia in 2004 identified 13 studies. Since then, birth cohort designs continue to be an important tool in understanding how intrauterine, infant and childhood development affect long-term health and well-being. This updated review in a defined geographical area was conducted to better understand the factors associated with successful quality and productivity, and greater scientific and policy contribution and scope.

METHODS

We adopted the preferred reporting items for systematic reviews and meta-analyses (PRISMA) approach, searching PubMed, Scopus, Cinahl, Medline, Science Direct and ProQuest between 1963 and 2013. Experts were consulted regarding further studies. Five inclusion criteria were used: (1) have longitudinally tracked a birth cohort, (2) have collected data on the child and at least one parent or caregiver (3) be based in Australia or New Zealand, (4) be empirical in design, and (5) have been published in English.

RESULTS

10665 records were initially retrieved from which 23 birth cohort studies met the selection criteria. Together these studies recruited 91,196 participants, with 38,600 mothers, 14,206 fathers and 38,390 live births. Seventeen studies were located in Australia and six in New Zealand. Research questions initially focused on the perinatal period, but as studies matured, longer-term effects and outcomes were examined.

CONCLUSIONS

This review demonstrates the significant yield from this effort both in terms of scientific discovery and social policy impact. Further opportunities have been recognised with cross-study collaboration and pooling of data between established and newer studies and international studies to investigate global health determinants.

The Association Between Built Environment Attributes and Physical Activity in East Asian Adolescents: A Systematic Review

Asian adolescents living in Australia and England were found to be less active than their Western peers. We aimed to systematically examine evidence of the associations between attributes of the built environment and physical activity in adolescents dwelling in East Asian countries. A total of 10 electronic databases for relevant observational studies without time limit were searched. Five studies met the eligibility criteria, which involved a total of 43 817 schoolchildren aged 11 to 17 years. The majority of the built environment attributes measured was significantly associated with reported physical activity. Difficult access to public facilities was associated with physical inactivity. Inconsistent finding of the association between residential density and physical activity was found. Further studies comparing participants from different Asian countries using a longitudinal design with an appropriate period of follow-up and both objective and reported measures of built environment attributes and physical activity are needed.