School Travel Mode Research Articles

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.

Implications of attending the closest school on adolescents’ physical activity and car travel in Dunedin, New Zealand

BackgroundHome-to-school distances and the need for students to be driven to/from school may limit adolescents' physical activity levels. School choice and school zoning policies can influence rates of active transport to/from school, and traffic volumes during school commuting times. This study aimed to quantify the effects of adolescents' enrolment in the closest school or not, on private vehicle use and adolescents’ physical activity levels in Dunedin city, New Zealand. MethodsNew Zealand Travel Survey data (2003–2013; 2493 Dunedin respondents) were analysed to examine school-travel related private motorised trips. Dunedin-specific data from adolescents (from six Dunedin non-integrated public schools without school zoning) were analysed including self-reported survey data on school travel modes (797 adolescents), distance to the current and closest schools (797 adolescents) and accelerometer-measured moderate-to-vigorous intensity physical activity (MVPA) (121 adolescents). ResultsDuring the school commute time (8–9 am and 3–4 pm), an estimated 11.5% of car trips (95% CI 7.8%–16.8%) and 12.5% of car distance driven (95% CI 8.8%–17.7%) were related to secondary-school travel with approximately half of these involving trip-chaining. Compared to adolescents living beyond cycling distance (>4 km) from their current school, adolescents living within walkable distance (≤2.25 km) and cyclable distance (>2.25-≤4 km) accumulated an additional 12.1 min (95% CI 7.0 to 17.2) and 6.1 min (95%CI 1.0 to 11.2) of daily MVPA during the school commute time, respectively. If adolescents currently enrolled at a distant school were to attend the closest school, they could accrue an additional 3.4 min MVPA during the 2-h school commute time period and school travel-related private car trips would be reduced by 7%. ConclusionsIn Dunedin, New Zealand, modest reductions in private vehicle traffic, particularly around schools, and increases in adolescents’ MVPA during the school commute period would be expected if all adolescents attended the closest school.

Exploratory analysis of recent trends in school travel mode choices in the U.S.

The study explores the recent trends in school travel using the 2017 National Household Travel Survey data. The study also investigates the exogenous factors affecting the school travel mode choice using random parameters multinomial logit (RPMNL) model. The results indicate that urban school trips range between 3 and 5 miles, whereas, average rural trips are longer than 6 miles. School commute times are higher among lower-income households. Further, the share of school bus and auto has declined while that of walking and biking has increased in 2017. This change is significant among high school students. Like other studies, the findings of the RPMNL model confirm that students within shorter distances from school are more likely to walk or bike to school. However, the likelihood of riding a school bus for distances >15 miles is higher than that of auto, indicating a policy implication to support school transportation budgets, especially in rural school districts. Lower-income households have a higher likelihood of riding the school bus. Females are more likely to use a car and less likely to bike to school. Interestingly, households with more than three vehicles are more likely to use the school bus compared to no-vehicle households. Children living in rented houses are less likely to ride the school bus or car. Also, an increase in gas price is indirectly but positively linked with walking, biking, and auto use. The findings from this study will assist policymakers in formulating policies and planning decisions towards improvements in the current school travel trends.

School walkability index: Application of environmental audit tool and GIS

IntroductionActive school travel is an important way to promote children's physical activity, but it requires supportive environments that can safely and comfortably accommodate children's walking and biking. Few existing indices explicitly consider school neighborhood environmental factors related to children's walking to school. In this study, we used a street audit tool and Geographic Information System (GIS) to evaluate walkability near low-income elementary schools in Seattle, WA. MethodsThe audit-based school walkability index was developed based on all street segments (n = 841) within a 0.4 km network buffer from each study school (n = 18). The GIS-based school walkability, a combination of road connectivity, vehicular traffic exposure, and residential density, was also measured in a 2 km network buffer around each school. The participants were individuals aged 8–11 years (n = 315) who participated in the Walking School Bus randomized controlled trial project. Mixed-effects logistic and linear models were used to examine the association of the index's representations of the built environment with children's school travel mode (walking or biking to school 1+ times per week) and with objectively measured moderate-to-vigorous physical activity (MVPA, average weekday minutes during the 90-min before-school period). These associations were tested with the total sample as well as the subsample of children living within 1.5 km from their schools. ResultsThe audit-based school walkability index (WI) was positively associated with both active commuting to school among the subsample living within 1.5 km from their schools and with children's before-school MVPA among the subsample and the total sample. The GIS-based school WI showed significant associations with children's before-school MVPA but no relationships with active school travel among the subsample and the total sample. ConclusionThe audit-based school walkability index can be used as a complementary tool for measuring walkability near low-income elementary schools along with existing GIS-based school walkability index.

Keeping kids safe for active travel to school: A mixed method examination of school policies and practices and children’s school travel behaviour

Active school travel contributes to children’s physical, mental and social wellbeing. The prevalence of children’s active school travel, however, has been declining in many developed countries. Gaining insights into school culture and environments in relation to school travel behaviour is crucial to inform interventions. Using a multiphase mixed methods approach, this study aimed to provide a comprehensive understanding of how school policies and practices supported or inhibited school travel behaviour in Auckland, New Zealand. Data were drawn from Neighbourhoods for Active Kids, a cross-sectional study of 1085 children aged 8–13 years between February 2015 and December 2016. School representatives were interviewed regarding their policies and practices related to school travel behaviour and traffic around school, and the data were analysed thematically. An overarching theme, sub-themes and categories were contextualised for quantitative modelling using objectively measured school variables (school socioeconomic status, active school travel programme, built environments around school). Mixed effects multinomial logistic regression models were employed to determine associations between school travel mode and objectively measured child (sociodemographic characteristics, traffic safety perceptions) and school variables. Safety was the core concept of school travel policies, procedures and programmes. Significant differences in child variables, school socioeconomic status, and cycle lanes and traffic lights around school were found between children who actively travelled or used public transport to school and those driven to school. Overall, this study demonstrated the important role of school policy and procedures and the potential application of an intersectoral approach for interventions to support changes in school travel behaviour.

Impact of changing road infrastructure on children's active travel: A multi-methods study from Auckland, New Zealand

IntroductionBuilt environment infrastructure that supports active travel may help increase rates of children's active travel to school. Knowledge gaps exist in terms of how small-to-medium scale, school-focused infrastructural changes might impact children's active school travel and associated variables along the pathway to behaviour change. The aim was to work with a regional transport agency to evaluate the impact of infrastructural changes in a school neighbourhood. MethodsChildren in school years 5–8 and their parents/caregivers from two schools involved in a school travel intervention were invited to participate. The study area was identified in partnership with Auckland Transport (responsible for delivering all intervention elements). Children completed a geographic informations systems survey that captured behaviours and neighbourhood perceptions. Parents completed a telephone interview to measure neighbourhood perceptions and reasons for school travel mode. Tube counters and video cameras were used to measure traffic speeds and volume, and counts of pedestrians and cyclists, respectively. Baseline measures were taken in 2015 (traffic data) and from May-July 2016 (all other measures), infrastructural works were delivered from November 2016 to May 2017, and follow-up measures were repeated in May-June 2018. ResultsAt baseline, 123 children and 88 parents participated. At follow-up, 152 children and 91 parents participated. Reductions in traffic speeds but increases in traffic volumes were observed post the intervention. Positive and negative shifts in child and parent neighbourhood perspectives were observed. Distance to school, convenience, and traffic saftey concerns were raised as key factors of importance by parents and children. Overall, rates of car use for the school trip increased, while video observation showed an increase in pedestrians. ConclusionsReversing declines in active travel may require more intensive, community-wide interventions that substantially improve neighbourhood safety and perceptions of safety. Longer term follow-up may be necessary to understand the true effect of the intervention.

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.

U.S. active school travel in 2017: Prevalence and correlates.

Active transportation to school (ATS), denoting walking and biking, is crucial to promote physical activity for youth. This study uses data from the 2017 National Household Travel Survey (NHTS) to report on the most recent and nationally representative school transportation patterns. Binary logit modeling determines significant factors associated with school travel mode choices. Spatial differences on school mode choices across the US are explored. In 2017 9.6% of the students of 5–17 years old usually walked and 1.1% biked to school. For students who usually walk to school, 77.5% of their school trips were less than one mile and, among usual bikers to school, 82.8% of trips were less than two miles. Student rates of walking to school decreased as the distance to school increased and biking rates peaked when distance to school was between 0.5 and 1 miles. When distance to school was <0.5 miles, walking was the most common mode for urban and rural regions. When the trip was shorter than or equal to one mile, factors such child's school grade, household vehicles per driver, and household income were associated with the decision to walk or bike to school. Other demographic characteristics like race and gender were not significantly related to ATS. While comparison across NHTS years should be viewed with caution due to changes in survey methodology, the decline of ATS rates indicate that more effective and higher reaching efforts for local, regional, and national interventions should be prioritized.

Modeling and analyzing of family intention for the customized student routes: A case study in China

In China, the emergence of new school travel mode using customized student routes has effectively alleviated the burden of most family considering children transportation. However, since such mode is still in the exploratory stage, it is urgent to analyze family intention for such school travel services. In this study, a whole theoretical framework considering travel constraint and “service quality-satisfaction-behavior” is constructed to explore the choice intention of parents. The structural equation modeling is firstly applied to analyze households demand towards customized student routes from four dimensions: travel constraints, low satisfaction, service quality and household influences. The family intention features were then collected from 545 household survey questionnaires in Zhaotong City, Yunnan Province, China. Finally, the parameters in the model are calibrated, and the validation of model application is further tested based on survey results. Interestingly, it is found that Chinese households tend to show more concerns about basic service functions of customized student routes than personalized services such as online appointment and payment functions. In addition, it is discovered that low satisfaction with current school travel modes and travel constraints exert great impacts on households’ choice intention for customized student routes while characteristics of household, such as household income expressed a moderating effect on the relationship between low satisfaction and behavior intention and the proportion of non-workers in household and the presence of elderly people in household expressed a moderating effect on the relationship between travel constraints and behavior intention. Those conclusions will provide theoretical basis for the policy makers in making relevant policies about school bus management.

It’s the journey, not the destination: the effect of school travel mode on student achievement

ABSTRACTAccording to data from the National Household Travel Survey, 49.3 percent of American children in Kindergarten through sixth grade either walked or biked to school in 1969. By 2017, only 11 percent of elementary children still walked or biked to school. In this study, we examine the effect of school transport mode on a child’s academic achievement using data from a nationally representative dataset of American children. We rely on instrumental variables regression to isolate the effect of mode on achievement. Our results suggest children who are dropped off from private vehicles, and to a lesser extent, walk to school, have higher test scores than children who ride the bus.

Predictors of healthier and more sustainable school travel mode profiles among Hong Kong adolescents

BackgroundAdolescent travel mode choices to/from school vary in their physical activity (PA) component and environmental sustainability. Research has typically focussed on correlates of active travel, the most healthy and sustainable mode, in comparison to other modes combined. Under the premise that a small shift from less to more healthy/sustainable modes may be a more feasible than a shift to ‘pure’ active travel (e.g., walking), we examined potential correlates of the odds of undertaking more vs. less healthy/sustainable modes.MethodsHong Kong adolescents attending secondary school and a parent/caregiver (n = 1299 dyads) participated in this cross-sectional study. Latent profile analyses identified groups of adolescents with different transport mode profiles to/from school. Profiles were ranked based on relative PA/sustainability outcomes. Multilevel logistic regression identified environmental, social and psychological factors associated with more vs. less PA/sustainable transport mode profiles to/from school.ResultsMost frequent transport modes were walking and public transport. Latent profile analysis resulted in a 7-profile model (walk (n = 430); walk & public transport (n = 93); public transport (n = 486); bicycle, car & taxi (n = 60); school bus to & public transport from school (n = 54); school bus (n = 106); car to & car/public transport from school (n = 70)). All profile comparisons were associated with at least one environmental variable. School proximity, access to services and parent transport-related PA were generally associated with higher odds of healthier-more sustainable transport modes. Adolescent-perceived distance and effort barriers to walking and cycling were generally associated with lower odds of more healthy/sustainable modes.DiscussionMost adolescents engaged in relatively healthy/sustainable travel modes to/from school. Public transport to walking and school bus to public transport mode shifts are likely to have the biggest impact towards more healthy/sustainable modes. Encouraging parent-related transport PA may positively influence adolescent mode choice. Relatively dense, destination-rich neighbourhoods may encourage more healthy/sustainable transport modes to/from school by providing easy access to schools and services.ConclusionGovernment policy encouraging enrolment in the closest local school and private school encouragement of public transport rather than school buses may have the greatest impact on shifts to more healthy/sustainable transport modes to/from school in Hong Kong adolescents.

First incidence and associated factors of overweight and obesity from preschool to primary school: longitudinal analysis of a national cohort in Japan.

To assess longitudinal changes in the first incidence of overweight and obesity and associated factors from preschool to primary school age in Japan. We obtained individual-level data from the "Longitudinal Survey of Newborns in the 21st Century" on children born in Japan in 2001. This analysis included 15,427 children (7951 boys and 7476 girls) with complete anthropometric data reported annually from age 42 months to 12 years. We followed the criteria of the International Obesity Task Force to define overweight and obesity. We assessed annual and cumulative incidence proportions and estimated odds ratios for the first incidence at preschool age (42-66 months) and primary school age (7-12 years), using multivariable logistic regression. The annual incidence of overweight and obesity combined was 3.8% at age 54 months (3.5% in boys, 4.2% in girls), and 1.2% at age 12 years (1.6% in boys, 0.7% in girls). The cumulative incidence was 19.7% at age 12 years (21.9% in boys, 17.3% in girls). Odds ratios (95% confidence intervals) of incidence for girls compared with boys were 1.28 (1.12-1.46) at preschool age and 0.62 (0.55-0.68) at primary school age. Other associated factors at preschool age included birth month, birthweight, gestational length, region and municipality of residence, living with grandparents, and behavioral factors (bedtime hours, television viewing time, and skipping breakfast). These associations persisted at primary school age except birthweight and gestational length and associated factors covered maternal education, living without siblings, and school travel mode. The first incidence decreases from preschool to primary school age and follows different age trajectories for boys and girls in a high-income population with low levels of childhood overweight and obesity. Policy-makers should consider such age-based changes in incidence and associated factors to target appropriate groups for primary prevention.

Correction to: Shared school transportation: determinants of carpooling as children’s school travel mode in California

In the online published article, in figure 2 a value is missing in column 4. The correct figure is given in this correction. The original article has been corrected.

Shared school transportation: determinants of carpooling as children’s school travel mode in California

Carpooling has potential as an alternative mode of school transportation along with other viable options, especially at a time when technology continues to increase our reliance upon shared mobility. Unfortunately, our knowledge of carpooling as a school travel mode is very limited. The purpose of this paper is to fill this gap. Using a multinomial logit model, this study presents an analysis of data from the 2012 California Household Travel Survey to assess the effects of various factors, such as trip characteristics, child characteristics, parental or caregiver’s characteristics, household characteristics, and spatial variables on choosing carpooling as a school travel mode. The findings of the study indicate that travel distance is one of the major determinants of carpooling, suggesting that children are more likely to carpool to school as travel distance from home to school increases. The analysis shows that a higher income two-parent two-earner family with a 5–15-year-old female schoolchild is more likely to use carpooling for school trips when compared to other modes of transportation. Parental/caregiver characteristics are also found to be important, as children from households with young, female, higher educated heads are more likely to carpool to school. Results of spatial variables suggest that families living in neighborhoods with higher numbers of schoolchildren are also more likely to carpool. The empirical evidence presented in this study provides useful insight to school districts, policymakers, and other transportation related entities in identifying potential target groups to whom this travel mode could be presented.

School travel mode use: direct and indirect effects through parental attitudes and transport priorities

Considering both direct and indirect associations, this study investigated a structural framework linking social cognition latent variables, and socioeconomic, built environment and demographic characteristics to parental mode choice on children's school travels. A total of 1078 questionnaires were completed by the parents of 7–9-year-old pupils in nine schools. We tested two separate SEM models to explain walking and car use on school trips. Findings showed that higher educated mothers, owning more cars, less physical exercise, shorter distance to schools and lack of access to school services and public transport were directly and indirectly related to car use on school trips. Enhancing safety knowledge among less-educated parents, those with limited access to public transport and those whose children study in public schools could be related with more walking on school trips. Pull factors were suggested to reduce private car use in the study area.

Seasonal variations and changes in school travel mode from childhood to late adolescence: A prospective study in New Brunswick, Canada

PurposeActive school transportation (AST) is an important source of physical activity, but it remains unclear how it varies across seasons and over time from childhood to adolescence. In this longitudinal study, we investigated seasonal variations and changes over time in AST and moderate- to vigorous-intensity physical activity (MVPA). MethodsChildren (N = 932; 55.4% female; 10.6 ± 0.7 year olds at study inception) indicated their usual school travel mode and self-reported their MVPA in the fall, winter and spring for six years (18 survey-cycles). We categorized school travel mode as “active”, “mixed” (i.e., combination of active and motorized modes) or “motorized”. We examined seasonal variations and changes in AST (polynomial logistic regression) and in number of days per week accumulating ≥ 60 min of MVPA (linear regression) using generalized linear mixed models accounting for sex, age at baseline, type of urbanization, school, and the repeated measures design. ResultsOdds of engaging in AST were lower in the winter (OR = 0.48; 95% CI = 0.38, 0.61) compared to the fall, increased over time (OR = 1.08; 1.05, 1.12), and were greater among boys versus girls (OR = 3.41; 2.18, 5.35) and participants living in urban versus rural areas (OR = 2.90; 1.37, 6.14). Boys reported more MVPA than girls (β = 0.30; 95% CI = 0.22, 0.37). Children reported less MVPA in the winter than in the fall (β = −0.27; −0.44, −0.10). MVPA was higher among children using mixed modes than among motorized travelers (β = 0.27; 0.16, 0.39) and among participants living in urban versus rural areas (β = 0.27; 0.14, 0.39). A significant quadratic term (p < 0.001) indicated that MVPA increased in the first few cycles and declined afterwards. ConclusionsThe substantial seasonal differences in AST and MVPA suggest that interventions may need to include a particular focus on winter activities. Our findings also highlight the need for effective interventions to prevent the decline in MVPA.

A generalized parallel constrained choice model for intra-household escort decision of high school students

This paper presents an expanded and generalized formulation of discrete group decision-making model. The empirical model is developed for modelling high school student escort and travel mode choices. The development of the model uncovered issues with an existing group decision model, the multi-linear logit, that has recently been applied to similar decision contexts. The paper proposes an expanded formulation of parallel constrained choices logit model as an alternative to the multi-linear logit. The proposed model explicitly considers both the choice of mode of the students and commuting adults within the household and how those decisions change in response to household escort decisions. This structure is powerful as it allows both individual and group level decisions to be jointly modelled. The application of the model in this paper is generalized such that any number of adults can be accommodated within the modelling structure whereas previous studies have been limited to either two adults or two workers. The key findings of the analysis include a certain degree of altruism (or dedication) from adults to household children. This altruism which is captured indirectly within the modelling framework based on a lower utility weight for the adults in the household relative to the utility weight for household children.

Agent-Based Simulation of Children’s School Travel Mode with Parental Escort Decisions

In the last few years, the number of private cars has expanding quickly in China, more and more parents use cars to escort their children to school, thus cause serious traffic congestions near school in many cities. In this paper, we developed an agent-based model (ABM) of the parents’ choice of escort mode. The core of this model is an escort mode choice motivation adjustment function that combines distance, traffic safety and social influence. We also used ABM to exhibit the emergent decoy effect phenomenon, which is a dynamic phenomenon that the introduction of a decoy to the choice-set could increase the share of other alternatives. The model reveals the parents’ inner psychological mechanism when facing competing escort mode choice in transportation system. The simulation results show that the proportion of parents to choose bus escort was 62.45% without the decoy effect was introduced, while the proportion of parents to choose bus escort increased to 74.29% with the decoy effect was entry. The use of the ABM method gives the potential to cope with the dynamic changes in studying parent escort mode choice behavior.

Incorporating the extended theory of planned behavior in a school travel mode choice model: a case study of Shaoxing, China

ABSTRACTTravel to and from school can have social, economic, and environmental implications for students and their parents. Therefore, understanding school travel mode choice behavior is essential to find policy-oriented approaches to optimizing school travel mode share. Recent research suggests that psychological factors of parents play a significant role in school travel mode choice behavior and the Multiple Indicators and Multiple Causes (MIMIC) model has been used to test the effect of psychological constructs on mode choice behavior. However, little research has used a systematic framework of behavioral theory to organize these psychological factors and investigate their internal relationships. This paper proposes an extended theory of planned behavior (ETPB) to delve into the psychological factors caused by the effects of adults’ cognition and behavioral habits and explores the factors’ relationship paradigm. A theoretical framework of travel mode choice behavior for students in China is constructed. We established the MIMIC model that accommodates latent variables from ETPB. We found that not all the psychological latent variables have significant effects on school travel mode choice behavior, but habit can play an essential role. The results provide theoretical support for demand policies for school travel.

Bicycle Trains, Cycling, and Physical Activity: A Pilot Cluster RCT

Increasing children's cycling to school and physical activity are national health goals. The objective was to conduct an RCT of a bicycle train program to assess impact on students' school travel mode and moderate-to-vigorous physical activity (MVPA). Pilot cluster RCT with randomization at the school level and N=54 participants. Fourth-fifth graders from four public schools serving low-income families in Seattle, WA in 2014 with analyses in 2015-2016. All participants were provided and fitted with bicycles, safety equipment (helmets, locks, and lights), and a 2- to 3-hour bicycle safety course. The intervention was a bicycle train offered daily (i.e., students volunteered to cycle with study staff to and from school). Time 1 assessments occurred prior to randomization. Time 2 assessments occurred after 3-5 weeks of the intervention (i.e., during Weeks 4-6 of the intervention period). The primary outcome was the percentage of daily commutes to school by cycling measured by validated survey. MVPA, measured by accelerometry and GPS units and processed by machine learning algorithms, was a secondary outcome. For two separate adjusted repeated measures linear mixed effects models in which students (N=54) were nested within schools (N=4), intervention participants had: (1) an absolute increase in mean percentage of daily commutes by cycling of 44.9%, (95% CI=26.8, 63.0) and (2) an increase in mean MVPA of 21.6 minutes/day, (95% CI=8.7, 34.6) from Time 1 to Time 2 compared with controls. A pilot bicycle train intervention increased cycling to school and daily MVPA in the short term among diverse, inner-city elementary school students. The bicycle train intervention appears promising and warrants further experimental trials among large, diverse samples with longer follow-up. This study is registered at www.clinicaltrials.gov NCT02006186.