Participation in Physical Education Classes and Health-Related Behaviours among Adolescents from 67 Countries

The present study sought to examine the associations between participation in physical education (PE) classes and a range of health-related behaviours among adolescents. Secondary analysis of self-reported data from the Global Student Health Survey, collected between 2010 and 2017 from 222,121 adolescents (N = 117,914 girls; 49.0%; aged 13–17 years) from 67 countries and five world regions, was carried out. Participation in PE classes (0, 1–2, ≥3 days/week) was the independent variable. Physical activity (PA); sedentary behaviour (SB); active travel to school; fruit, vegetables, and alcohol consumption; and smoking; as well as adopting ≥5 of these healthy behaviours; were the dependent variables. Complex samples logistic regressions were performed to explore the associations between participation in PE classes and health-related behaviours. The results revealed that 18.2% of adolescents did not take part in PE classes. A total of 56.7% and 25.1% of adolescents reported participating in PE classes on 1–2 and ≥3 days/week, respectively. Only 26.8% of adolescents adopted ≥5 healthy behaviours. Participation in PE classes was positively associated with PA, active travel, fruit consumption, and vegetable consumption (only for ≥3 days/week), but was negatively associated with meeting SB recommendations, and with not smoking (only for girls and ≥3 days/week). Overall, PE participation was positively associated with adopting ≥5 healthy behaviours, with favourable results found for those who attended more PE classes. The findings revealed a positive association between participation in PE classes and a range of health-related behaviours among adolescents. This suggests that, worldwide, quality PE should be delivered at least 3 days per week up to daily to promote healthy lifestyles among adolescents.

Gender differences in active travel in major cities across the world

There is lack of literature on international comparison of gender differences in the use of active travel modes. We used population-representative travel surveys for 19 major cities across 13 countries and 6 continents, representing a mix of cites from low-and-middle income (n = 8) and high-income countries (n = 11). In all the cities, females are more likely than males to walk and, in most cities, more likely to use public transport. This relationship reverses in cycling, with females often less likely users than males. In high cycling cities, both genders are equally likely to cycle. Active travel to access public transport contributes 30–50% of total active travel time. The gender differences in active travel metrics are age dependent. Among children (< 16 years), these metrics are often equal for girls and boys, while gender disparity increases with age. On average, active travel enables one in every four people in the population to achieve at least 30 min of physical activity in a day, though there is large variation across the cities. In general, females are more likely to achieve this level than males. The results highlight the importance of a gendered approach towards active transport policies. Such an approach necessitates reducing road traffic danger and male violence, as well as overcoming social norms that restrict women from cycling.

Spatiotemporal Polyrhythm Characteristics of Public Bicycle Mobility in Urban Chronotopes Context

Cycling rhythm performance is the result of a complex interplay between active travel demand and cycling network supply. Most studies focused on bicycle flow, but little attention has been paid to cycling rhythm changes for public bicycles. Full sample data of origin–destination enables an efficient description of network-wide cycling mobility efficiency in urban public bicycle systems. In this paper, we show how the spatiotemporal characteristics of cycling speed reveal the performance of cycling rhythms. The inference method of riding speed estimation is proposed with an unknown cycling path. The significant inconsistency of docking stations in cycling rhythm was unraveled by the source–sink relationship comparison. The asymmetry of the cycling rhythm on the path is manifested as the rhythm difference among paths and bidirectional inconsistency. We found that cycling rhythm has a temporal multilayer and spatial mismatch, which shows the inflection points of the cycling rhythm where the travel behavioral preference changes and the exact road segments with different rhythms. This finding suggests that a well-designed cycling environment and occupation-residential function should be considered in active transport demand management and urban planning to help induce active travel behavior decisions.

The Associations of Active Travel to School With Physical Activity and Screen Time Among Adolescents: Do Individual and Parental Characteristics Matter?

Little is known about the relationship of active travel to school (ATS) with physical activity (PA) and screen time (ST) by individual and parental characteristics among adolescents, especially in China. To address the research gap, this study aimed to explore the difference of sex, age, living environment, parental occupation and education level in the relationship of ATS with PA and ST among students of grades 7–12 (aged 10–18 years) using cross-sectional data. In 13 cities of Hubei province, China, students from 39 public schools were recruited to engage in the survey. In total, 5,898 students (response rate = 89.6%) were invited into this study. Participants were required to report their ATS (including its types), PA and ST as well as sociodemographic information using a validated questionnaire. Descriptive analyses were used to report the information of all variables. Regression models were used to analyse the relationships of ATS and its types with PA and ST. In a total of 4,128 participants (boys: 50.9%; younger adolescents: 61.9%) included in the final analysis, the proportion of those with ATS was 47.3%. Regarding the types of ATS, walking accounted for over 30%, while cycling was 13.2%. Participants with ATS were more likely to have sufficient PA (OR = 1.26, 95% CI: 1.14–1.39), especially among boys, younger adolescents and those with lower parental education level. However, ATS was not associated with ST (OR = 0.94, 95% CI: 0.86–1.01). Participants with cycling had a higher odds ratio of being physically active (OR for cycling = 1.47, 95% CI: 1.27–1.70; OR for walking = 1.18, 95% CI: 1.06–1.32). The association of ATS types with PA and ST differed by gender, age, living environment and parental educational level as well as occupations. ATS may be a useful approach to increase PA among adolescents, but this should be explained by individual and parental characteristics.

Active Investment: Evaluating the Benefits and Costs of Investing in Active Travel in the Urban New Zealand Context

<p>Increased uptake of active travel is widely acknowledged to promote improved health, environmental and community outcomes. Although active travel participation rates in New Zealand compare favourably to other Anglo-Saxon countries, many northern European countries report active travel rates that are many fold higher. In response to declining rates of active travel across New Zealand, the New Zealand Transport Agency created the Model Communities Programme. The goal of this programme was to boost walking and cycling rates in two demonstration cities, Hastings and New Plymouth, by improving walking and cycling infrastructure, as well as funding promotional and educational initiatives. This study evaluates the effectiveness of the Model Communities Programme. This evaluation includes a quantitative appraisal in the form of a cost-benefit analysis. In addition to evaluating the economic efficiency of the programme, this study provides qualitative analysis derived from user intercept surveys and interviews with district council project managers to further assess the effectiveness of the intervention. This study has found the Model Communities Programme to be cost-beneficial under several evaluative frameworks. In addition to this, the qualitative analysis has also presented largely positive feedback from both users and project managers. This study concludes that the Model Communities Programme has indeed boosted active travel in the demonstration cities, and that similar interventions are likely to be effective at promoting active travel across urban New Zealand.</p>

You Could Never Have a Third Place in a Sausage Factory

<p>In the face of climate crisis, we must take action to curb greenhouse gas emissions. One key strategy for doing this is to decrease travel by private vehicles through increasing the use of other travel modes like walking and cycling. However, children’s travel by these active travel modes has decreased significantly in many western countries over recent generations. One of the main factors associated with this decrease is the proliferation of attitudes that constrain children’s presence in public spaces, including those of their home neighbourhood. These attitudes can result in local parenting norms where children are habitually taken by car, even for short trips. Apart from the contribution to traffic these attitudes and behaviour have, there are also a number of other benefits from active and independent travel that children miss out on. As well as providing a good source of physical activity, the experience of actively travelling through their neighbourhood equips children with a good knowledge of their local environment and can support a child’s development towards being an active participant in their society. This thesis aims to investigate whether child-led placemaking -where participants work collaboratively to take action in addressing a problem in their local area- can change these attitudes to increase children’s use of public spaces and active travel. This research was conducted in partnership with a primary school. Data was collected during a co-researching process where 30 children designed and built places within the marginal public spaces of their neighbourhood. These places were designed to provide opportunities for the wider community to engage with these spaces and each other. This study found that this placemaking process increased children’s sense of connection to their neighbourhood and created opportunities for spontaneous informal social interaction. There was also some increase in independent and active travel, but this was mainly for boys.</p>

Active Investment: Evaluating the Benefits and Costs of Investing in Active Travel in the Urban New Zealand Context

<p>Increased uptake of active travel is widely acknowledged to promote improved health, environmental and community outcomes. Although active travel participation rates in New Zealand compare favourably to other Anglo-Saxon countries, many northern European countries report active travel rates that are many fold higher. In response to declining rates of active travel across New Zealand, the New Zealand Transport Agency created the Model Communities Programme. The goal of this programme was to boost walking and cycling rates in two demonstration cities, Hastings and New Plymouth, by improving walking and cycling infrastructure, as well as funding promotional and educational initiatives. This study evaluates the effectiveness of the Model Communities Programme. This evaluation includes a quantitative appraisal in the form of a cost-benefit analysis. In addition to evaluating the economic efficiency of the programme, this study provides qualitative analysis derived from user intercept surveys and interviews with district council project managers to further assess the effectiveness of the intervention. This study has found the Model Communities Programme to be cost-beneficial under several evaluative frameworks. In addition to this, the qualitative analysis has also presented largely positive feedback from both users and project managers. This study concludes that the Model Communities Programme has indeed boosted active travel in the demonstration cities, and that similar interventions are likely to be effective at promoting active travel across urban New Zealand.</p>

You Could Never Have a Third Place in a Sausage Factory

<p>In the face of climate crisis, we must take action to curb greenhouse gas emissions. One key strategy for doing this is to decrease travel by private vehicles through increasing the use of other travel modes like walking and cycling. However, children’s travel by these active travel modes has decreased significantly in many western countries over recent generations. One of the main factors associated with this decrease is the proliferation of attitudes that constrain children’s presence in public spaces, including those of their home neighbourhood. These attitudes can result in local parenting norms where children are habitually taken by car, even for short trips. Apart from the contribution to traffic these attitudes and behaviour have, there are also a number of other benefits from active and independent travel that children miss out on. As well as providing a good source of physical activity, the experience of actively travelling through their neighbourhood equips children with a good knowledge of their local environment and can support a child’s development towards being an active participant in their society. This thesis aims to investigate whether child-led placemaking -where participants work collaboratively to take action in addressing a problem in their local area- can change these attitudes to increase children’s use of public spaces and active travel. This research was conducted in partnership with a primary school. Data was collected during a co-researching process where 30 children designed and built places within the marginal public spaces of their neighbourhood. These places were designed to provide opportunities for the wider community to engage with these spaces and each other. This study found that this placemaking process increased children’s sense of connection to their neighbourhood and created opportunities for spontaneous informal social interaction. There was also some increase in independent and active travel, but this was mainly for boys.</p>