Active School Transport Research Articles

The relationship between motor vehicle speed and active school transportation at elementary schools in Calgary and Toronto, Canada

BackgroundHigher traffic speeds increase the risk of serious or fatal injury to child pedestrians and may deter parents from encouraging their children to walk to school. This cross-sectional study examined the association between measured vehicle speed and active school transportation. MethodsThe study sample included public elementary schools in Calgary (n = 46) and Toronto (n = 42), Canada. Speed limits in school zones were 30 km/h in Calgary but ranged from 30 to 60 km/h in Toronto. In May and June 2018, trained observers counted children arriving to school and recorded their mode of travel. Vehicle speeds around schools were measured between 07:30 and 18:00 (school activity hours) and quantified as the 85th percentile speed, the percentage of vehicles exceeding 30 km/h, and the percentage of vehicles exceeding the speed limit. Multivariable beta regression was used to examine the relationship between vehicle speed and active transportation to school for each city, adjusting for school environment features. ResultsA high percentage of vehicles were travelling over the speed limit in front of schools: 45% in Calgary and 42% in Toronto. No association between vehicle speed and active school transportation was found in Calgary (mean 85th percentile speed OR: 0.99, 95% CI: 0.93, 1.06). There was an inverse association between vehicle speed and active school transportation in Toronto, where for every 1 km/h increase in the mean 85th percentile speed, the odds of active school transportation decreased by 3% (OR: 0.97, 95% CI: 0.95, 0.99). ConclusionThere was a high prevalence of speeding in front of schools, which could increase the risk of traffic-related injuries and fatalities to children. Speed limit reductions to 30 km/h on roads near schools may be a useful preventive intervention in Toronto during school activity hours. Such targeted interventions can help improve child pedestrian safety and promote active school transportation.

What Parental Correlates Predict Children's Active Transportation to School in the Southeast United States?

School-aged children in the Southeast, compared with other United States of America (US) regions, have significantly lower levels of active transportation to school (ATS). The purpose of this study was to contrast the parental correlates of ATS choice specific to the Southeast with other areas of the US. This study utilized national data from 2952 households with school-aged children located within a 20-minute walk to a school. Parents reported their children's ATS behavior and their own ATS beliefs and perceptions. Logistic regression contrasted correlates of parents from the Southeast with other regions. Parents in the Southeast, compared with parents across the US, were significantly less likely to allow their child to take ATS (12.9% vs 33.3%, respectively) (odds ratio [OR] = 0.46; 95% confidence interval [CI] = 0.36-0.59). Specific to the Southeast, parental correlates linked to increases in ATS were Black race/ethnicity (OR = 1.68; 95% CI, 1.31-2.60), being single, (OR = 1.71; 95% CI, 1.15-2.54), and any parental physical activity (P value for trend = .0053). The only correlate associated with a decrease in ATS in the Southeast was heightened safety concerns (eg,traffic speed, safe crossings) (OR = 0.44; 95% CI, 0.23-0.84). Among households with children in the Southeast, ATS interventions that allay parental safety concerns and that promote physical activity among parents might lead to increases in ATS.

Built environment in programs to promote physical activity among Latino children and youth living in the United States and in Latin America.

SummaryTo prevent obesity among Latino youth in the United States and Latin America, it is necessary to understand the specific context and interplay of physical activity (PA) and the built environment (BE). This paper aims to advance the research agenda of BE and PA for obesity prevention in Latin America and among Latino youth in the United States by (1) identifying environmental indicators to inform the design of interventions and policy, (2) identifying interdisciplinary methodological approaches for the study of the complex association between BE and PA, and (3) presenting case studies of PA‐promoting BE programs. A group of U.S. and Latin American scientists collaboratively worked to propose innovative indicators of the BE, methodological approaches for the study of the complex association between BE and PA, and review case studies of PA‐promoting BE programs in both regions. The results identified gaps in knowledge, proposed environmental indicators (e.g., landscape, street design, mobility patterns, and crime and safety), reviewed methodological approaches (social network analysis, citizen science methods), and case studies illustrating PA‐promoting BE programs (i.e., play streets, active school transport, and school setting interventions). The obesity prevention among Latino and Latin American youth requires advanced research on BE and PA addressing context‐specific priorities and exchanging lessons learned.

Active school transportation and the built environment across Canadian cities: Findings from the child active transportation safety and the environment (CHASE) study

Walking and bicycling to school (active school transportation, AST) has been in decline for decades in North America and globally with the rise of automobility. This cross-sectional study estimated associations between the built environment and AST in seven Canadian communities. We observed the travel behaviours of almost 118,000 students at 552 schools. Using beta regression, we modeled the proportion of children using AST, considering built environment and social environment factors around schools. Across all schools, the average proportion of children using AST was 54.3% (SD 18.9%), with variability among cities from a low of 39.5% (SD 22.1%) in Laval, Quebec to 69.7% (SD 18.1%) in Montreal, Quebec. Overall, several modifiable road design features were associated with AST, including the presence of school crossing guards, cycling infrastructure, Walk Score® and traffic signal density. There was variability in the directionality and statistical significance of associations with design variables across cities, suggesting that the local context and directed local interventions are important to support AST. Natural experiment studies are necessary to examine local approaches related to the built environment to increase AST and ensure appropriate new policy and program interventions are developed.

Factors Predicting Physical Activity and Sports Participation in Adolescence.

Physical activity is important for children's health and wellbeing, yet participation declines across teenage years. It is important to understand the mechanisms that could support adolescents to maintain physical activity participation. The aim of this study was firstly to examine change in sports and nonsports activities over two years during adolescence. Secondly, we explored possible predictors of physical activity and sports participation after two years. Method. A longitudinal cohort study was conducted between 2011 and 2013. Our data were collected from 1225 Norwegian adolescents who were followed over a two-year period, from 6th to 8th grade (11 to 13 years) and from 8th to 10th grade (13 to 15 years). We examined the relations between physical activity and predictors such as peer support, parent support, socioeconomic status (SES), attitude towards physical education, active transportation to school, self-rated health, body image, and change of nonsports activities. We used linear regression analyses and binary logistic regression to explore possible predictors of physical activity and sports participation after two years. Results. We found a significant reduction in sports participation during early adolescence, most pronounced, from 8th to 10th grade (from 13 to 15 years). Factors which predicted physical activity after two years were a positive attitude towards physical education, perceived support from parents, if the student travelled to school in an active way (by walk or bicycle) and also how the student rated his/her own health. The last three factors also predicted improvements of physical activity during the two years. Possible predictors of persisting or starting doing sports were increasing levels of self-rated health, increasing socioeconomic status, whereas increasing engagement in nonsports activities predicted reduced participation in sports. Conclusion. Health promotive efforts aiming at increasing active school transportation, parental support, and subjective health seem important for maintenance of physical activity and sports participation during adolescence. Attitudes may improve by adapting physical education to individual needs and interests and can function as an additional promotive factor.

12-Year Trends in Active School Transport across Four European Countries-Findings from the Health Behaviour in School-Aged Children (HBSC) Study.

Active school transport (AST) is a source of daily physical activity uptake. However, AST seems to have decreased worldwide over recent decades. We aimed to examine recent trends in AST and associations with gender, age, family affluence, and time to school, using data from the Health Behaviour in School-Aged Children (HBSC) study collected in 2006, 2010, 2014, and 2018 in the Czech Republic, Norway, Scotland, and Wales. Data from 88,212 students (11, 13 and 15 years old) revealed stable patterns of AST from 2006 to 2018, apart from a decrease in the Czech Republic between 2006 and 2010. For survey waves combined, walking to and from school was most common in the Czech Republic (55%) and least common in Wales (30%). Cycling was only common in Norway (22%). AST differed by gender (Scotland and Wales), by age (Norway), and by family affluence (everywhere but Norway). In the Czech Republic, family affluence was associated with change over time in AST, and the effect of travel time on AST was stronger. The findings indicate that the decrease in AST could be levelling off in the countries considered here. Differential associations with sociodemographic factors and travel time should be considered in the development of strategies for AST.

School policies and practices associated with Thai children's overall and domain specific physical activity.

School has a significant role in providing opportunities for children to engage in physical activity (PA) through policies and practices. This study aimed to identify the prevalence of school policies and practices related to physical activity (PA) and their association with Thai students’ overall and domain specific PA. This cross-sectional analysis included 5,830 students aged 6–17 years from 136 schools recruited though a multi-stage stratified cluster sampling across Thailand. Student’s PA data were assessed using a student survey and school data were collected by a principal survey. Associations between students’ PA and school variables were examined using logistic regressions. Despite a high prevalence of Thai schools reporting many policies and practices promoting PA in different areas, students reported low levels of PA. None of the school PA policies and practices was associated with students’ overall and domain specific activities, with active transport as the one exception. When schools had an active transport policy, students were 40% (OR = 1.40, p = 0.01) more likely to travel actively to/from school. The identified positive relationship between school active transport policy and students’ active travel behavior suggests a potential wider adoption of the policy promoting school active transport aiming to increase student’s PA levels among all Thai schools. Intervention studies are necessary to confirm this finding. Our study also reflected that, for greater levels of children’s school-based PA, strategies to translate the existing school PA policies into effective implementation should be an emphasis for Thai schools.

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.

Influence of weather conditions on children's school travel mode and physical activity in 3 diverse regions of Canada.

Children who engage in active school transportation (AST) have higher levels of physical activity (PA). Climate and weather were shown to influence adults' daily travel behaviours, but their influence on children's AST and PA has been less examined. This study examined the influence of weather conditions on children's AST and overall PA. Children in grades 4 to 6 (N = 1699; age, 10.2 ± 1.0 years) were recruited in schools located in urban, suburban and rural areas, stratified by area-level socioeconomic status, in 3 different regions of Canada (Trois-Rivières, Québec; Ottawa, Ontario; Vancouver, British Columbia). Mode of school travel was self-reported and physical activity was measured using a pedometer. We used publicly available data on total precipitation and early morning temperature. AST increased with temperature only among girls. Daily precipitation was negatively associated with boys' and girls' PA while warmer temperature was associated with increased PA on weekend days. We also observed that season and region moderated the relationship between weather conditions and children's physical activity behaviours. Our results suggest that daily weather variations influence children's AST and PA to a greater extent than seasonal variations. Interventions designed to help children and families adapt to weather-related barriers to AST and PA are needed. Novelty: In Canada, weather conditions may influence children's active behaviours daily. Associations between weather conditions, choice of travel mode and physical activity vary by sex, season, and region. Weather affects children's PA differently during the week than on weekends.

The Moderating Effect of Distance on Features of the Built Environment and Active School Transport.

Despite growing research supporting the impact of the built environment on active school transport (AST), distance persists as the most powerful predictor of walking and biking to school. There is a need to better understand how environmental features interact with distance to affect AST, and whether the influence of environmental factors persist across different distance thresholds. Multilevel models using cluster-robust standard errors were used to examine for interactions between objectively measured macroscale environmental features and several reported distances from home to school (up to ¼, ¼ up to ½, ½ up to 1, 1+ miles) on the likelihood of parent reported AST for children grades 3–8 (n = 2751) at 35 schools who completed a Safe Routes to School Parent Survey about Walking and Biking to School (SRTS Parent Survey). An interaction between both intersection density and food-related land use with distance was observed. The likelihood of AST decreased as intersection density and distance increased (i.e., 31.0% reduced odds among those living within ¼ mile compared to 18.2% using ½–1-mile criterion). The likelihood of using AST were reduced as food-related land use and distance increased (i.e., 43.67% reduced odds among those living under ¼ mile compared to 19.83% reduced odds among those living ½–1 mile). Programs and infrastructure improvements focused on overcoming environmental barriers to promote AST may be most effective when targeting neighborhoods within ¼ mile of schools.

The prevalence and correlates of physical activity/inactivity and sedentary behaviour among high-school adolescents in Iran: a cross-sectional study

BackgroundPhysical inactivity and sedentary behaviour are the main risk factors for non-communicable diseases in all stages of life. However, there is a lack of reliable data regarding the recommended level of physical activity and its correlates related to physical inactivity and sedentary behaviour among school students in Iran. The aim of the present study was to report the prevalence and correlates of physical activity/inactivity and sedentary behaviour among Iranian high school adolescents.MethodsThe Global School-based Student Health Survey (GSHS) was used for data collection. Related data comprising socio-demographics, health risk behaviour and protective factors were obtained from 1517 high school students. Multivariate logistic regression was used to assess the association between relevant independent variables (e.g. gender) and the dependent outcome variable (physical inactivity/sedentary behaviour).ResultsThe prevalence of recommended physical activity by WHO was 27.8%, physical inactivity 72.2% and sedentary behaviour 71.4%. Being female, being overweight or obese, walking/cycling to or from school on 1–4 days, sitting 3 or more hours/day (sedentary behaviour), insufficient vegetable intake, being bullied and lack of parental support, peer support and parental connectivity (protective factors) were positively associated with physical inactivity. On the other hand, walking/cycling to or from school on 5–7 days and inadequate fruit intake were negatively associated with physical inactivity. Walking/cycling to or from school on 1–4 days, being physically inactive, inadequate fruit intake and being bullied were positively associated with sedentary behaviour.ConclusionThe prevalence of physical inactivity and sedentary behaviour was high in our studied sample. Interventions that address the issue of active school transport, sedentary behaviour, fruit and vegetable intake, family and peer support and bullying should be given more priority by the public health authorities.

Analysis of active school transportation in hilly urban environments: A case study of Dresden

This paper analyses the way students travel to school and examines the influence of environmental conditions on travel patterns. More specifically, it studies how topographic changes affect the likelihood of choosing cycling as a transport mode. We use mode choice data on students' home-to-school commuting trips from a previous study by Müller et al. (2008). The results show that models perform better when they account for the topographic conditions of the urban environment. We included this information in the model by introducing the “energy exerted” variable, which significantly improves the model and the results. The implications of this study are manifold; it guides the consolidation or expansion of school-based transportation network planning in Germany and prompts further analysis of active transportation systems, such as bike, pedelec and e-bike sharing systems. Overall, transportation policy should seek to foster active transportation, as it provides the greatest benefits for society and has a direct impact on people's well-being, while notably reducing the negative environmental and socioeconomic impacts of motorized transport.

Prevalence and factors associated with active transportation to school for adolescents.

ABSTRACTOBJECTIVE:To verify the prevalence and factors associated with active transportation to school (ATS) among Brazilian adolescents attending public schools.METHODS:Crossectional study with a representative sample of 1,984 adolescents (55.9% girls). Sociodemographic variables included were: gender, age, parental schooling, and socioeconomic status. Psychosocial factors included were: social support from parents and friends for physical activity. Walking, cycling, or skateboarding to school were considered models of active transportation. Binary logistic regression models verified sociodemographic and psychosocial factors association with ATS, adopting p < 0.05.RESULTS:The prevalence of active transportation to school was 37.7% (16.2% boys and 21.5% girls). For boys, ATS was associated with: social support from parents in practicing physical activity together as a family (OR = 1.57; 95%CI 1.09–2.25), giving them rides (OR = 1.56; 95%CI 1.04–2.32), and remarking their good performance on it (OR = 1.73; CI95 1.08–2.76); as well as the social support from friends in practicing physical activity together (OR = 2.23; 95%CI 1.35–3.69). For girls, the likelihood of using ATS increased with age (OR = 1.43; 95%CI 1.06–1.92) and having friends who practice physical activity together with them (OR = 1.48, 95%CI 1.04–2.10).CONCLUSION:Age and social support for physical activity were associated with ATS. Parents who practice together, give rides, and remark on physical activities increase the likelihood of adolescent boys using ATS. Social support from friends to physical activity increased the likelihood of both genders using ATS.

Long-Term Perspectives of a School-Based Intervention to Promote Active School Transportation.

There is a global need for sustainable interventions that increase physical activity among children, and active school transportation (AST) can promote physical activity among schoolchildren. Therefore, an intervention based on gamification, empowerment, and social cognitive theory was initiated in 2016 to promote AST. The aim of this study was to follow up on participants’ experiences one and two years after the AST intervention was initiated. Data were collected through focus groups and individual interviews which were analyzed using qualitative content analysis. Thirty-one pupils (2017), and forty pupils (2018) aged 9–10 years, two teachers (2017, 2018) and one principal (2018) participated in the study. The result is presented as one main theme; “Unity for an active community-An intervention towards making the active choice the easy choice” and three sub-themes; “Well begun is half done-Engagement sparks motivation”, “It takes two to tango-Keep moving with gamifications and togetherness” and “Jumping on the bandwagon–From project to everyday use.” The results show that the concept of the intervention was attractive to re-use and that it created a habit to use AST among the children. Interventions to promote AST can benefit from the use of engagement, togetherness, and gamification.

Active School Transport among Children from Canada, Colombia, Finland, South Africa, and the United States: A Tale of Two Journeys.

Walking and biking to school represent a source of regular daily physical activity (PA). The objectives of this paper are to determine the associations of distance to school, crime safety, and socioeconomic variables with active school transport (AST) among children from five culturally and socioeconomically different country sites and to describe the main policies related to AST in those country sites. The analytical sample included 2845 children aged 9–11 years from the International Study of Childhood Obesity, Lifestyle and the Environment. Multilevel generalized linear mixed models were used to estimate the associations between distance, safety and socioeconomic variables, and the odds of engaging in AST. Greater distance to school and vehicle ownership were associated with a lower likelihood of engaging in AST in sites in upper-middle- and high-income countries. Crime perception was negatively associated to AST only in sites in high-income countries. Our results suggest that distance to school is a consistent correlate of AST in different contexts. Our findings regarding crime perception support a need vs. choice framework, indicating that AST may be the only commuting choice for many children from the study sites in upper-middle-income countries, despite the high perception of crime.

Urban greenery, active school transport, and body weight among Hong Kong children

Children who are overweight or obese are at a higher risk of several diseases and are more likely to be overweight or obese in adulthood. Physical inactivity among children and adolescents is one of the major causes of the prevalence of overweight and obesity problems, and hence promoting physical activity, especially active school transport (AST), is a public health priority. Previous studies have provided evidence that urban greenery may promote physical activity and improve body weight outcomes among children. However, the relationships reported between these factors are inconsistent, partly due to the use of different measures of urban greenery. In the present study, we assessed different dimensions of urban greenery using three measures: number of parks; the Normalized Difference Vegetation Index (NDVI) based on satellite imagery; and street greenness based on Google Street View images. Multilevel regression analysis and structural equation modeling were conducted to investigate the complex relationships among urban greenery, AST, and body weight for 1,148 primary school students in Hong Kong. Overall, children attending schools with greener surrounding areas were more likely to engage in AST and had lower body mass index (BMI). In addition, AST partially mediated the impact of urban greenery on BMI. The findings demonstrate the importance of greenery around schools for children’s body weight status. They also offer public health and planning guidance on how to address overweight and obesity problems among children.

Changes in and the mediating role of physical activity in relation to active school transport, fitness and adiposity among Spanish youth: the UP&DOWN longitudinal study

BackgroundLongitudinal changes in child and adolescent active school transport (AST), and the mediating role of different intensities of daily physical activity (PA) levels in relation to AST and physical fitness and adiposity indicators is unclear. This study aimed to: 1) describe longitudinal changes in AST, light PA (LPA), moderate- to vigorous-intensity PA (MVPA), physical fitness and adiposity indicators over three time-points; and 2) investigate the mediating role of LPA and MVPA levels on associations between AST and physical fitness and adiposity indicators over three time-points among children and adolescents.MethodsThis longitudinal study comprised 1646 Spanish children and adolescents (48.8% girls, mean age 12.5 years ±2.5) at baseline, recruited from schools in Cádiz and Madrid. Mode of commuting to school was self-reported at baseline (T0, 2011–12), 1-year (T1) and 2-year follow-up (T2). PA was assessed using accelerometers. Handgrip strength, standing long jump and cardiorespiratory fitness (CRF) assessed physical fitness. Height, weight, body mass index, waist circumference, and triceps and subscapular skinfold thickness were measured. Multilevel linear regression analyses assessed changes in AST, PA levels, physical fitness and adiposity indicators over three time-points (T0-T1-T2). Additionally, longitudinal path analysis (n = 453; mean age [years] 12.6 ± 2.4) was used to test the mediating effects of LPA and MVPA levels on the association between AST and physical fitness and adiposity indicators.ResultsMultilevel analyses observed decreases in LPA between T0-T1 (β = − 11.27; p < 0.001) and T0-T2 (β = − 16.27; p < 0.001) and decreases in MVPA between T0-T2 (β = − 4.51; p = 0.011). Moreover, changes over time showed increases in handgrip between T0-T1 (β = 0.78; p = 0.028) and T0-T2 (β = 0.81; p = 0.046).Path analyses showed that AST was directly positively associated with MVPA at T1 (all, β ≈ 0.33; p < 0.001). MVPA at T1 mediated associations between AST and CRF at T2 (β = 0.20; p = 0.040), but not the other outcomes. LPA did not mediate any associations.ConclusionsResults from longitudinal path analysis suggest that participation in more AST may help attenuate declines in MVPA that typically occur with age and improve CRF. Therefore, we encourage health authorities to promote AST, as a way to increase MVPA levels and CRF among youth.

Assessment of psychological, social cognitive and perceived environmental influences on children's active transport to school

IntroductionIn recent years, there has been growing interest in studies integrating social cognitive and environmental variables as predictors of active transport to school (ATS). However, a theoretical model of associations between children's ATS and these variables has not been well established. The aims of this study were (1) to develop and test a model which conceptualized relationships between children's ATS and psychological, social cognitive and perceived environments; and (2) to assess direct effects among these variables. MethodsData were drawn from the ProATs, a cross-sectional study conducted with 1189 children aged 9–12 years from 11 primary schools in Huesca, Spain between January and June 2018. A child self-reported questionnaire was used to measure sociodemographic characteristics (age, sex), school travel mode (ATS: walking, cycling; non-ATS: by car, by motorcycle, by bus), and social cognitive and perceived environments. The social cognitive environment was measured based on four constructs of the theory of planned behavior (intention, attitude, social norm, perceived behavioural control), and three constructs of the basic psychological needs (autonomy, competence, relatedness) in the self-determination theory. The perceived environment was assessed through the security and accessibility of neighborhood environmental barriers to ATS. A structural equation modelling technique was utilised to examine direct effects of social cognitive and perceived environments on ATS. ResultsThe model achieved acceptable fit, explaining 48% of the variance of children's ATS. Perceived behavioural control was the strongest predictor of intention, and influenced by autonomy, competence and the perceived environment. ConclusionsSocial cognitive and perceived environments played important roles in predicting children's ATS. Future interventions might consider strategies to increase perceptions of autonomy, competence and behavioural control along with strategies aimed to foster more positive perceptions of the built environment.

Active School Transportation in Winter Conditions: Biking Together is Warmer

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It’s about being the good parent: exploring attitudes and beliefs towards active school transportation

ABSTRACT In recent decades, there has been a decline in active school transportation (AST). Parents play an important role as the key decision-makers of children’s AST, and there is a need of more knowledge about the decision-making process and parents’ beliefs towards AST. The overall aim of this study was to explore parents’ attitudes and beliefs towards AST in the northern part of Sweden. Twenty parents participated in semi-structured interviews, which was based on the theory of planned behaviour. Qualitative content analysis was used to analyse the interviews. The analysis yielded one main theme, “Parenting and active school transportation – making route choices in a changed landscape” and four subthemes, “Knowing that it is beneficial while struggling with daily life”, “Considering barriers and solutions to enable AST”, “Parenting is challenging and about balancing”, and “Reflecting and contemplating about what we and others do”. Winter conditions affect parents’ decisions, and this needs to be considered when facilitating AST in these regions. Overall better health, increased physical activity, time spent outdoors, and free play were revealed as positive outcomes of AST. Decisions were also influenced by social norms and how the idea of parenting has changed through generations. The findings of this study are likely to be important when promoting AST.