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

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.

The Built Environment and Active Transport to School (BEATS) Study examines active transport to school (ATS) in adolescents in Dunedin, New Zealand, using the ecological model for active transport which accounts for individual, social, environmental, and policy influences. This article describes the BEATS Study design, the establishment of research and community collaborations, planning and preparation for data collection, study implementation and dissemination activities and selected preliminary findings. The BEATS Study is founded on a multidisciplinary approach and multi-sector collaborations between secondary schools, the city council, the local communities, and academia. The study uses a mixed-method approach incorporating both quantitative (survey) and qualitative (focus groups/interviews) approaches with students, parents, teachers and school principals. All 12 secondary schools in Dunedin, New Zealand, are participating in the study. As of September 2014, 1,272 adolescents from nine schools (age: 15.3±1.4 years; 46.6% boys) completed the student survey. Three additional schools will be surveyed in 2015. On average, 33.0% of Dunedin adolescents use ATS. ATS rates vary greatly by school (range: 8.6% to 46.5%) and most students like the way how they travel to school (88.3%). With 100% school recruitment rate, this study provides a unique sample of students and parents across one city with a heterogeneous physical environment. The findings will enable community health promoters, policy makers and city planners to address ATS barriers, encourage active transport and create supportive built environments to promote ATS.Resumen. El estudio de entornos construidos y transporte activo a la escuela examina el transporte activo a la escuela (TAE) en adolescentes en Dunedin, Nueva Zelanda, utilizando el modelo ecológico para representar las influencias individuales, sociales, ambientales y de políticas que tienen relación con el transporte activo. En este artículo se describe el diseño del Estudio BEATS, el establecimiento de la investigación y las colaboraciones con la comunidad, la planificación y la preparación para la recopilación de datos, la implementación del estudio y las actividades de difusión, y una selección de las conclusiones preliminares. El Estudio BEATS se basa en un enfoque multidisciplinar y en colaboraciones multisectoriales entre los colegios de Secundaria, el consejo de gobierno la ciudad, las comunidades locales y el ámbito académico. El estudio utiliza métodos mixtos incorporando tanto técnicas cuantitativas (encuesta) como cualitativas (grupos focales / entrevistas) con los estudiantes, padres, maestros y directores de los centros escolares. Los 12 colegios de Educación Secundaria en Dunedin, Nueva Zelanda, están participando en el estudio. En septiembre de 2014, 1.272 adolescentes de nueve centros (edad: 15,3 ± 1,4 años; 46,6% varones) completaron la encuesta estudiantil. Tres escuelas adicionales serán encuestadas en 2015. En promedio, el 33,0% de los adolescentes en Dunedin usan TAE. Las tasas de TAE varían en gran medida en función del colegio (rango: 8,6% a 46,5%) y a la mayoría de los estudiantes les gusta la forma en que se desplazan al centro escolar (88,3%). Con el 100% de tasa de reclutamiento de colegios, este estudio ofrece una muestra única de los estudiantes y padres de una ciudad con un entorno físico heterogéneo. Los resultados permitirán a los promotores de salud comunitarios, políticos y diseñadores urbanos hacer frente a las barreras relativas al TAE, fomentar el transporte activo y crear entornos construidos facilitadores para promover el TAE.

Background: Excessive school bag weight is a barrier to active transport to school (ATS). This study examined parents’ and adolescents’ perceptions of school bag weights and actual school bag weights for adolescents in New Zealand. Methods: Parents (n = 331; 76.7% women) completed a survey. Adolescents (n = 682; age 15.1 ± 1.4 years; 57.3% boys) completed a survey, underwent anthropometry, and had their school bags weighed. Results: Overall, 68.3% of parents perceived that adolescents’ school bags were too heavy to carry to school. This parental perception differed by adolescents’ mode of transport to school (active/motorized/combined: 35.1%/78.4%/68.8%, p < 0.001). Adolescents perceived that their school bags were too heavy to carry to walk (57.8%) or cycle (65.8%) to school. Adolescent perceptions differed by mode of transport to school (for walking (active/motorized/combined): 30.9%/69.2%/55.9% agree, p < 0.001; for cycling: 47.9%/72.8%/67.7%; p < 0.001). Actual school bag weight was, on average, 5.6 ± 2.1 kg. Relative school bag weight (% of body weight) was higher for boys and underweight adolescents compared to their counterparts. Neither absolute nor relative school bag weight differed by mode of transport to school. Conclusions: School bag weight was perceived a barrier to ATS and was a greater perceived barrier among users of motorized versus active transport. Perceptions of school bag weights should be considered in future ATS interventions.

Augmented Reality (AR) sandtables facilitate the shaping of sand to form a surface that is transformed into a digital terrain map which is projected back onto the sand. Although a mature technology, there are still few instances of sandtables being used in surface analysis. Fundamentally there has not been any reported formal assessment of how well sandtables perform in an educational context compared to other conventional learning environments. We compared learning outcomes from using an AR sandtable versus a conventional 3D GIS to convey key concepts in terrain and hydrological analyses via usability and knowledge testing. Overall results from students at a research-intensive New Zealand university reveal a faster task performance and more learning satisfaction when using the sandtable to undertake experimental tasks. Effectiveness and knowledge quiz results revealed no significant difference between the technologies though there was a trend for more accurate answers with 3D GIS tasks. Student learning wise, the sandtable integrated core concepts (especially morphometry) more effectively though both technologies were otherwise similar. We conclude that sandtables have high potential in geospatial teaching, fostering accessible and engaging means of introducing terrain and hydrological concepts, prior to undertaking a more accurate and precise surface analysis with 3D GIS.