School Travel Research Articles

School travel behaviors: How the pandemic impacted communities

The global pandemic in early 2020 significantly disrupted life for many families, and the trip to and from school was not immune to these disruptions. Parents and children alike made travel adjustments depending on their preferences with regard to personal health and safety, social distancing, and aversion to risk. Each school district and individual school also made decisions with regard to in-person or remote learning during this period of uncertainty.In this study, a research gap was filled by examining the effect of the pandemic on school transportation-related decisions for hundreds of families living in the United States. An online survey was developed and administered with the help of Qualtrics, an experience management company. Over 600 responses were gathered from across three Pacific Northwest states. In addition to collecting demographic data about the respondents, the survey asked about travel mode choices and characteristics of the trip to and from school. The collective results were then analyzed to determine which factors directly contributed to pandemic-related changes in travel behavior.The study concluded that parent education level, household income, and age of child were all statistically significant variables that affected behavioral change. Additionally, common travel assumptions associated with rural students, when compared with urban students, were confirmed. These factors included a greater reliance on a yellow school bus and lesser availability of critical infrastructure.

Analysis of the environmental factors contributing to road traffic accidents involving school-aged pedestrian children in urban Algerian settings

Despite efforts by the Algerian government and civil society to improve road safety, traffic accidents remain a significant issue, particularly affecting children and youth. Data from the National Delegation for Road Safety (NDSR) reveals that this demographic is especially vulnerable, with 371 child fatalities recorded during the 2020-2021 school year. This study evaluated road safety around twelve primary schools in Oued El Abtal district, Mascara province, and aimed to identify effective interventions through a participatory approach involving 1,074 students. An anonymous questionnaire was used to capture students' perceptions of road risks, and the data were analyzed using IBM SPSS Statistics V27. Chi-square and Fisher’s exact tests were applied to examine associations between gender and variables like travel mode, school accompaniment, student behavior, and crossing locations. The sample was balanced by gender, consisting of 50.9% boys and 49.1% girls. Walking was the predominant travel mode (75.2%; n=808). Key risk factors included inadequate infrastructure (3.2%), insufficient signage (11.7%), sidewalk obstructions (5.1%), dangerous driving behaviors (12.2%, with speeding at 29.5%), heavy traffic (16.2%), and poor urban planning (e.g., lack of speed bumps and low visibility). These findings highlight the urgent need for targeted interventions to improve the safety of school commutes. This research identifies critical risk factors in school travel, providing a foundation for developing strategies aimed at enhancing road safety for children in Algeria.

Walking to School: What Streets Do Children Prefer?

Active school travel provides children with a daily opportunity to engage actively with their local urban environments. Despite widespread recognition that understanding the underlying factors of children’s navigation choices is crucial for developing effective environmental interventions to promote active school travel, there is limited evidence on children’s experiences regarding their school journeys. This is due in part to the fact that most studies rely on GIS-calculated routes which may not adequately represent children’s actual home-school journeys, and hence actual experiences. This study aims to identify specific environmental attributes influencing children’s navigation choices based on children’s (9–10 year olds) actual walking routes to school in Newcastle upon Tyne, UK. 45 pairs of selected and avoided streets were compared using a range of urban form (e.g., street connectivity measured through space syntax variables) and street design (e.g., footpath width) characteristics. Statistical analysis highlighted significant design attributes as potential determinants of navigation selections. In-depth street-level observations provided insight into the urban character of these street pairs, identifying the environmental qualities that could offer opportunities for active and safe commuting among children. This study contributes to the literature by broadening our understanding of the environmental attributes that may promote active school travel. Our findings, based on children’s actual experiences, may also inform urban planners and designers on designing inclusive child-friendly cities.

What if … there were no special schools?

AbstractInclusive education is a human right that involves restructuring the school system and closing special schools. However, there is uncertainty about whether all or only some students in an inclusive system should attend regular primary schools and whether all or only some special schools should be closed. This question is usually only discussed in terms of the best possible care and education and the challenge of transportation to school and travel distances is neglected. This article attempts to take both into account. The federal state of Bavaria in Germany does not yet have a fully developed inclusive school system. Using school statistics data for the entire Bavarian primary school population in 2020 (N > 445,000) and geographical data, we simulate deterministically what the Bavarian primary school system could look like with various underlying inclusion models. We analyse the resulting student numbers, support rates of primary schools and school travel distances of former special school students in an urban-rural comparison in four different simulated inclusion models. The results show that all models are potentially feasible. The student numbers at each primary school resulting from the closure of special schools would in most cases not change significantly, whereas the support rate (i.e., the percentage of students with SEN per primary school) would. Schooling close to home favours students in rural areas in particular and significantly reduces their journeys to school by up to 30 km, while for students in urban areas, all inclusive models would be possible. The pedagogical and systemic consequences of the simulated inclusion models are discussed.

School bikeability – what is it, and why is it important? An overview of key indicators and measurement

ABSTRACT Despite the theoretical recognition of children’s specific needs regarding road safety, there remains a lack of literature focusing on children’s bikeability or bikeability to school. This is rather concerning as many developed countries have witnessed a decline in active travel to school over the past few decades, despite the existence of well-recognized positive benefits of cycling for children. Recognising the significance of school travel, this study addresses this gap. Through an overview of existing literature, it discusses the importance of school bikeability and sheds light on its specific differences from general accessibility and bikeability, and identifies a set of indicators for measuring it. These indicators, categorised into four domains – Cycling Infrastructure, Connectivity and urbanisation, Safety, and Surrounding environment, can be further utilised to assess school bikeability in any given area. The results of such an assessment can be effectively used to guide investments and policies aimed at establishing safe and secure cycling routes to and from schools.

COVID-19, school closures and the retreat from educational aspirations.

As a shared external shock, the coronavirus pandemic (COVID-19) impacted health and well-being around the world. Mitigation strategies employed in many locations included school closures and travel restrictions. These strategies directly impacted educational access and opportunities and created economic stressors for families. This study examines how these direct impacts also altered educational aspirations for children and adolescents, an important predictor of educational attainment. We estimate multilevel regression models using two waves of data, collected in 2017-18 and 2020-21, from 1294 children and adolescents (Mean age = 13.1, SD = 2.8; 50.3% female) in Jalisco, Mexico, and 2201 children and adolescents (Mean age = 14.7, SD = 2.6; 49.1% female) in Chitwan Nepal. We examine changes in educational aspirations between the two waves (pre- and post-COVID-19 onset). Initial aspirations are positively associated with household wealth, caregiver education, and prior commitment to education. Multilevel regression models predicting changes in educational aspirations demonstrate these resources are important for maintaining high educational aspirations. But children and adolescents in households that experienced more economic loss following the external shock of the pandemic had lowered aspirations over time. Disruptions to schooling and economic shocks to households curtailed educational aspirations among children and adolescents in a similar way in two disparate settings. These results raise concerns about the educational attainment of children in the face of external shocks and the possibility that educational progress will stall in low resourced environments among the most vulnerable youth.

Active travel, public transport and the built environment in youth: Interactions with perceived safety, distance to school, age and gender

IntroductionThis study examined interactive effects of the built environment, perceived safety, age and gender on active travel and public transport use among adolescents for school journeys. MethodThis study used cross-sectional data from 440 adolescents (mean age 15.4 ± 1.5 years, 58% girls) in Melbourne, Australia. Adolescents self-reported their school travel modes, perceptions of traffic and personal safety. Exclusive active travel and public transport use to/from school were determined. Objective built environment features around home and school (1 km buffer) were generated. Multilevel logistic regression was used to estimate main and interactive associations. ResultsOverall, 18% travelled exclusively by active travel and 32% by public transport. Distance to school was negatively associated with exclusive active school travel (OR = 0.44, 95%CI: 0.34, 0.56). Distance to school moderated the association between some built environment attributes (land use mix, residential density around home, distance to public transport stops) and odds of active school travel. There was a positive association between residential density around school and active school travel among those who perceived their traffic environment to be safer. Boys were more likely than girls to use public transport if they lived further from school. A negative association between distance to a public transport stop from home and the odds of public transport use was observed among those who perceived their environment to be less safe. ConclusionThe findings highlight the complexity of influences on mode choice for the school journey. Distance to school remains one of the most important predictors of active travel/public transport use. Supportive built environment attributes, such as a diverse mix of land use around home had facilitating effects on active travel among adolescents who lived closer to school. Multilevel interventions that target both the environment and perceived safety are needed to promote active travel and public transport use among adolescents.

CHILDREN’S INDEPENDENT MOBILITY TO SCHOOL IN MALAYSIA

The concept of children’s independent mobility encourages children to participate in physical activity through active transportation. Children’s Independent Mobility (CIM) is defined as the freedom for children to move around their surrounding neighbourhood without supervised by an adult supervision. Currently, there are some concerns about the decline in children's levels of physical activity. Increased reliance on automobiles for children's daily transportation can have negative effects on the environment, as well as increase the level of childhood obesity, and reduce their sense of independence. Research suggests that independent mobility to school is an essential component of a balanced childhood, and it has positive impacts on various aspects of children's lives, such as physical health, social skills, and cognitive development. However, very few practical studies address the association between children`s independent mobility and school specifically. Investigating CIM in the specific context of children's mobility to school is important because commuting between home and school is a major issue in active school travel. Adopting literature reviews as an approach, this paper will outline some recommendations that can be used by the relevant authorities in implementing pedestrian policies and guidelines for school children based on school accessibility and connectivity to promote CIM. From the literature reviews, this paper establishes a conceptual framework for the promotion of CIM to schools in the Malaysian context. It was found that most residential areas and school surroundings in Malaysia are responsive to children`s needs but parents` mindsets hinder this concept to be successfully done.

Evaluating the Quality of Children’s Active School Travel Spaces and the Mechanisms of School District Friendliness Impact Based on Multi-Source Big Data

Evaluating the Quality of Children’s Active School Travel Spaces and the Mechanisms of School District Friendliness Impact Based on Multi-Source Big Data

Modeling speed behavior of vehicles in school zones under the impact of motorcycle-dominated societies

This study evaluates the free-flow speed of vehicles passing through the 9 school zones in Pleiku City, Vietnam before and after the establishment of the speed limit. The speed data was collected and analyzed by using an image processing technology. The results show that there is a decrease in the speed of vehicles when passing through the school gate, however, it still remains high. After the establishment of the speed limit of 30 kph at the school zone, the speed is likely reduced but not significantly. Furthermore, Maximum Likelihood Estimation method was used to model the speed behavior in the form of normal distribution. The estimated results show a realistic reflection of the observed speed distribution. The results can be applied in making policies to reduce school traffic accidents and to promote active travel on the school journey in countries such as Vietnam or in other countries with relevant contexts.

Adolescents' unhealthy snacking behaviour during the school journey and the association with transport modes and food outlets along the school route.

Active transport to and from school provides an opportunity for adolescents to engage in physical activity, but travelling through an obesogenic environment may have unintended consequences on their snacking behaviour. This study aimed to: (1) identify whether adolescents' unhealthy snacking behaviour was associated with school transport modes and food outlets on their estimated school route and (2) explore whether food outlet density on the school route differed between school transport modes. Adolescents (n = 406; aged 15.1 ± 1.4 years; 50.7% boys; 63.5% New Zealand European) from all 12 secondary schools in Dunedin city, Aotearoa New Zealand, completed an online survey. School transport modes (active, motorised or mixed) and unhealthy snacking data were collected. Food outlet data were collected using Google Places Application Programming Interface (API). Home-to-school route and distance were estimated using geographical information system (GIS) analysis based on a walkable road network. Data were analysed using the chi-square test and logistic regression. Overall, 26.4% of adolescents reported purchasing and consuming unhealthy snacks or soft drinks on the way to school and 41.4% from school. The odds of unhealthy snacking during the school journey was higher among mixed transport users than active transport users on the way to (odds ratio (OR) = 2.73, 95% confidence interval (CI) = 1.39-5.36) and from school (OR = 2.68, 95% CI = 1.40-5.13). No differences were observed by food outlet type. There were no food outlets on the estimated school route for 44.8% of adolescents. The presence of more than one food outlet per kilometre of the estimated school route differed between active (38.7%), motorised (42.6%) and mixed transport users (46.4%; p = 0.006). School transport modes were significantly associated with adolescents' unhealthy snacking behaviour and food outlets on their school journey. Policy measures which minimise exposure to unhealthy food outlets may reduce unhealthy snacking among adolescents.

Active school travel in China: Unveiling multifaceted influences for sustainable mobility

This study examines multifaceted factors influencing active school travel (AST) in China, utilizing the social ecological model as an analytical framework. Leveraging data from the China Family Panel Survey (CFPS) spanning 2014–2018 and encompassing 5,522 individuals aged 5 to 18, binary logistic regression models were employed. A stark decline in AST prevalence among students was observed over this period. Factors influencing AST behavior were identified: a dense road network, lower distance from school, and moderate temperatures promoted AST, while higher family income, access to private vehicles, and smaller households deterred participation. Maternal education and belonging to the “Gen Y” demographic also impacted AST engagement, along with paternal education level. Notably, AST was more prevalent among boys, rural students, and older students. Subgroup analyses highlighted differing influencing factors between adolescents and children. This study provides a holistic understanding of AST behavior, vital for effective intervention strategies promoting sustainable mobility.

THE IMPORTANCE OF CULTURALLY SAFE ACTIVE SCHOOL TRAVEL OPTIONS TO ENABLE TAMARIKI MĀORI TO FLOURISH A narrative review and model

To better understand the low and declining trends in active transport, there is a clarion call for town planners to develop sensitivity and sensibility towards the cultural backgrounds, realities and priorities of Māori. This will be important in producing more sustainable, healthy and equitable neighbourhoods. This paper outlines the results of a narrative literature review and consultation on tamariki Māori and travelling to kura. Tamariki Māori face barriers to active transport similar to those of other children, including a lack of access to suitable urban infrastructure, but these are exacerbated for tamariki Māori by historical issues. Factors influencing the feasibility of active transport options for tamariki Māori include school choice, concerns about neighbourhood safety and lack of access to places of importance to whānau Māori. Ultimately, the review reinforces the importance of creating culturally safe active transport options that enable tamariki Māori to flourish.

Is School Travel too Complex to Handle Without a Car? Assessing “Child-Friendliness” as a Pathway to Reducing Private Car use for Children’s Transport

ABSTRACT Recognising the multifaceted challenges of addressing the dominance of cars for children’s transport, this paper introduces and tests a “child-friendliness index” (CFI) to assess the performance of neighbourhoods and school catchments to enable or constrain how children travel to school. The findings demonstrate that car trips both to and from school are negatively associated with child-friendliness. However, counter-intuitively there was no significant association between distance and car use, which remained high for shorter distances (< 4 km). These findings imply school travel decisions are susceptible to many factors. We discuss the policy pathway provided by CFI for school accessibility planning.

My Way to School Through a Camera Lens: Involving Children to Inform a Policy Recommendation on Active School Travel

My Way to School Through a Camera Lens: Involving Children to Inform a Policy Recommendation on Active School Travel

Promoting adolescent girls' active school travel in Ghana: Contextualizing health belief model and theory of planned behavior

In recent years, efforts to promote safer active school travel (AST), i.e., walking and cycling behaviors in girls, have heightened in light of huge gender disparities in micromobility adoption. In developing countries where transport infrastructure is not advanced, and AST adoption is influenced by societal perceptions, theorizing empirical studies will help better explore and understand the travel needs of girls for effective planning. This study investigated the factors influencing AST behaviors of 232 adolescent girls in primary, junior, and senior high schools based in Sunyani Municipality, Ghana. A novel combination of the Health Belief Model and the Theory of Planned Behavior was employed to formulate a conceptual model that was evaluated using SEM-MIMIC modeling. Results revealed that age plays a significant role in AST preferences, with younger girls favoring walking and older girls showing interest in cycling. Interventions can capitalize on this to promote cycling habits during the transition to senior high school. Moreover, environmental attitudes have the most decisive influence on the perceived social benefits of AST, while perceived parental support positively impacts safety self-efficacy. Together with perceived parental support, safety self-efficacy, and distance/accessibility barriers, they significantly influence girls' intentions to use active transportation. Authorities can adopt proposed targeted interventions such as the walking school bus and bicycle train concepts to make AST more attractive to girls.

Socio-environmental factors associated with shifts in children's travel mode between 6 and 8 years

IntroductionActive school travel (AST) is an important contributor to child health, yet levels are low and declining in Aotearoa New Zealand. There is a paucity of research exploring change in AST over the earliest school years, a key life stage for setting AST habits for lifelong health gain. We aimed to measure transport mode shifts between 6 and 8 years of age, and identify factors associated with mode shifts. MethodsWe used data from the 6 and 8 year waves of the Growing Up in New Zealand Study, including 642 participants with AST measures at both times. Parents/caregivers were asked about their child's usual transport mode to/from school, perceptions about distance to school, school community cohesion, perceptions of their child at school, and a range of sociodemographic factors. At 8 years, children also self-reported perceptions of peer relationships and school. Factors associated with shifts from active to passive, and passive to active modes from 6 to 8 years were explored using stepwise logistic regression with backwards selection. ResultsAST was low at both time points (37% at 6 years, 34% at 8 years). Overall, 12% moved from active to passive modes and 9% moved from passive to active modes. Higher odds of shifting to active travel modes at 8 years were found for boys, living closer to school, parent-reported importance of living close to school, and child-reported peer relationships/liking school at 8 years. Only one factor was associated with changing to passive modes; for each one unit increase in school community cohesion at 6 years, the odds of changing to passive modes versus remaining with active modes was 15%. ConclusionFindings from this study highlight an urgent need for policy and practice to enable and encourage active travel modes for young children and their families.

Promoting children’s health through community-led street interventions: analyzing sustained voluntarism in Canadian School Streets

BackgroundActive School Travel (AST) initiatives align with the Ottawa Charter for Health Promotion, which calls for ‘creating supportive environments’ and ‘strengthening community action.’ However, their reliance on volunteers poses sustainability challenges. The main objectives of this study were to document the motivations, satisfaction, and experiences of volunteers involved in sustaining two AST initiatives in Ontario for an entire school year.MethodsTwo volunteer-led School Street initiatives in Kingston, Ontario successfully operated during pick-up and drop-off times of each school day. The first initiative operated for the entire 2021-2022 school year, and the second operated for the entire 2022-2023 school year. These initiatives were the first of their kind in the province of Ontario, Canada. Volunteers from both sites (n = 56) participated in online surveys and their motivations, satisfaction, and experiences of their role were compared using the 2-sided Fisher’s Exact Test.ResultsOver 80% of volunteers were highly motivated to promote safety and over 70% of volunteers were highly motivated to disrupt the status quo of unsupportive, car-centric urban environments by reimagining how streets can be used. By taking collective action to re-shape the environment around these public schools to support healthy, active living, our findings reveal that over 90% of volunteers were highly satisfied. Of the volunteers, 87% felt they contributed to child safety and 85% felt they had developed stronger community connections. They appreciated the short (i.e., 40 minute) time commitment of each shift, weekly email communications by the community organization leading the initiative, and the volunteer schedule. They also appreciated the positive social interactions during volunteer shifts, which they felt outweighed the minimal resistance they experienced.ConclusionsThis research demonstrates the importance of logistical, motivational, and social factors in recruiting and retaining volunteers for community-led School Streets. Our findings support appealing to prospective volunteers’ influence in achieving School Street objectives (e.g., improved safety) in recruitment efforts, as well as highlighting School Streets’ innovative approach. Communicating with volunteers throughout School Street planning and implementation processes and limiting traffic in the closed street zone (i.e., by excluding the school staff parking lot and private driveways from the scope) are additional recommendations based on the findings of this study.

Adolescent active travel and physical activity: Role of social media, norms and the environment

IntroductionAn active lifestyle, including regular participation in physical activity and use of active travel, are associated with adolescent health and well-being; however, global levels of adolescent physical activity are low. This study was designed to further understand factors contributing to adolescent active travel behaviors, including policy, environment, community, social media platforms and social norms. MethodsWe conducted a cross-sectional survey at secondary schools across Israel during advanced stages of the COVID-19 pandemic (N = 2911; [ages 13–17]). Linear regression analyses investigate important factors associated with these behaviors. Discriminant analysis was used to determine which of the investigated variables made the greatest contribution to youth physical activity and active travel. ResultsAdolescent physical activity and active travel are associated with correlates at the community, interpersonal and personal levels of influence in line with the ecological model. Participation, messaging and message-sharing on social media platforms related to physical activity were associated with active behaviors. There is evidence regarding the cumulative effects of different active travel behaviors and physical activity. Adolescent active school travel is associated with active leisure travel, while engaging in active school travel and active leisure travel are associated with physical activity. ConclusionsThe findings regarding contribution of the environment, community, social norms and social media platforms to both physical activity and active travel behaviors support design of multilevel health promotion interventions for youth. Programs incorporating social media platforms and peer-to-peer communication in support of active travel may offer new opportunities to promote active and healthy adolescent behaviors.

Empowering Future Healers: Integrating STOP THE BLEED® Training Into the Medical School Journey

Empowering Future Healers: Integrating STOP THE BLEED® Training Into the Medical School Journey