Active transport to school is associated with higher levels of physical activity in children. Promotion of active transport has therefore gained attention as a potential target to increase children’s physical activity levels. Recent studies have recognized that the distance between home and school is an important predictor for active travel among children. These studies did not yet use the promising global positioning system (GPS) methods to objectively assess active transport. This study aims to explore active transport to school in relation to the distance between home and school among a sample of Dutch elementary school children, using GPS. Seventy-nine children, aged 6-11 years, were recruited in six schools that were located in five cities in the Netherlands. All children were asked to wear a GPS receiver for one week. All measurements were conducted between December 2008 and April 2009. Based on GPS recordings, the distance of the trips between home and school were calculated. In addition, the mode of transport (i.e., walking, cycling, motorized transport) was determined using the average and maximum speed of the GPS tracks. Then, proportion of walking and cycling trips to school was determined in relation to the distance between home and school. Out of all school trips that were recorded (n = 812), 79.2% were classified as active transport. On average, active commuting trips were of a distance of 422 meters with an average speed of 5.2 km/hour. The proportion of walking trips declined significantly at increased school trip distance, whereas the proportion of cycling trips (β = 1.23, p < 0.01) and motorized transport (β = 3.61, p < 0.01) increased. Almost all GPS tracks less than 300 meters were actively commuted, while of the tracks above 900 meters, more than half was passively commuted. In the current research setting, active transport between home and school was the most frequently used mode of travel. Increasing distance seems to be associated with higher levels of passive transport. These results are relevant for those involved in decisions on where to site schools and residences, as it may affect healthy behavior among children. https://doi.org/10.1186/1471-2458-14-227 LinkedIn: https://www.linkedin.com/in/sanned/
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Do young adolescents enjoy long distance cycling to school? An exploratory research to understand attitudes and behavior in the NetherlandsIntroduction The change from primary to secondary school has a negative impact on physical activity levels of adolescents. Cycling is an easy way of integrating physical activity into adolescents’ daily life. In the Netherland, cycling is rather common and around 80% of adolescents are cycling to school every day although they have to travel around 9km; however, the percentage dropped dramatically for adults. To maintain the habits of cycling is important to understand the attitude towards cycling and other mode of travel. This study aimed to uncover factors that makes young adolescents cycling to school unpleasant for them , using qualitative method.MethodsAn online interactive map-based questionnaire (Maptionnaire), focus group discussions, carrying a GPS logger and an online travel diary for 5 days, were used to understand attitudes and behavior towards long distance cycling to school in 36 adolescents (12-15 years). ResultsAlthough the majority of participants were cycling to school, only 30% of them chose cycling as their favorite travel mode. More than 80% of participants stated that the car is a more convenient travel mode, because protects you in bad weather and is faster than bicycle. Also, 70% of participants thought cycling in rural areas and along busy roads in city is not safe. A lot of adolescents stated that crowded cycling pathways around the school especially in the morning, makes cycling stressful. Almost half of adolescents doubted whether cycling to school is good for their health. They stated that it is stressful to cycle in overcrowded cycling pathways around the school in the morning. Long distance cycling on windy/rainy days, lack of traffic safety, and crowded cycling pathways around the school in the morning were mentioned as main reasons to make adolescents’ cycling to school unpleasant for them.ConclusionCycling intervention should focus on improving adolescents’ traffic safety perceptions, and to take urgent steps to improve over-crowded cycle lanes at rush hours. Also it is important to educate adolescents on health benefits of cycling. It will help to maintain adolescents’ habit of cycling after reaching the age at which it is possible to ride a moped/car.
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Background: The purpose of this study is to increase our understanding of environmental correlates that are associated with route choice during active transportation to school (ATS) by comparing characteristics of actual walking and cycling routes between home and school with the shortest possible route to school. Methods: Children (n = 184; 86 boys, 98 girls; age range: 8–12 years) from seven schools in suburban municipalities in the Netherlands participated in the study. Actual walking and cycling routes to school were measured with a GPS-device that children wore during an entire school week. Measurements were conducted in the period April–June 2014. Route characteristics for both actual and shortest routes between home and school were determined for a buffer of 25 m from the routes and divided into four categories: Land use (residential, commercial, recreational, traffic areas), Aesthetics (presence of greenery/natural water ways along route), Traffic (safety measures such as traffic lights, zebra crossings, speed bumps) and Type of street (pedestrian, cycling, residential streets, arterial roads). Comparison of characteristics of shortest and actual routes was performed with conditional logistic regression models. Results: Median distance of the actual walking routes was 390.1 m, whereas median distance of actual cycling routes was 673.9 m. Actual walking and cycling routes were not significantly longer than the shortest possible routes. Children mainly traveled through residential areas on their way to school (>80 % of the route). Traffic lights were found to be positively associated with route choice during ATS. Zebra crossings were less often present along the actual routes (walking: OR = 0.17, 95 % CI = 0.05–0.58; cycling: OR = 0.31, 95 % CI = 0.14–0.67), and streets with a high occurrence of accidents were less often used during cycling to school (OR = 0.57, 95 % CI = 0.43–0.76). Moreover, percentage of visible surface water along the actual route was higher compared to the shortest routes (walking: OR = 1.04, 95 % CI = 1.01–1.07; cycling: OR = 1.03, 95 % CI = 1.01–1.05). Discussion: This study showed a novel approach to examine built environmental exposure during active transport to school. Most of the results of the study suggest that children avoid to walk or cycle along busy roads on their way to school. https://doi.org/10.1186/s12966-016-0373-y
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It has been suggested that physical education (PE) and active transport can make a meaningful contribution to children's physical activity (PA) levels. However, data on the contribution these activities to total PA is scarce, and PE's contribution to total physical activity energy expenditure (PAEE) has to our knowledge never been determined. This is probably explained by the methodological complexity of determining PAEE (Welk, 2002). In this paper, we present the first data of an ongoing study using combined heart rate monitoring and accelerometry, together with activity diaries. Over the six measurement days, PE contributed 5% to total PAEE, and 16% to school-related PAEE, whereas active transportation had a much larger contribution.
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The Netherlands is known globally for its widespread use of bicycles and some call it a “cycling nation”. Indeed, many Dutch inhabitants own a bike and cycle frequently. Numbers show that 84% of the Dutch inhabitants from age 4 years and older own a bike. Those owners have an average of 1.3 bikes per person. This results in 18 million bikes in the Netherlands and 13.5 million bike owners.6 The Dutch use their bike as a means of transportation, but also for sports and exercise. Bike-use fits well in an active lifestyle and it is highly plausible that cycling is responsible for a large part of the daily physical activity in Dutch youth. It is estimated that Dutch people have on average a 6 months longer life expectancy attributable to bicycle use.7 It seems that the nation itself is well shaped to cycle: no large mountains, only a few small hills, and an extensive layout of cycle paths and routes in every city and village. In many urban areas separate cycle paths are very common. Our results show that many Dutch children use the bike as their way of transportation. It was demonstrated that active transportation is responsible for a large part of schoolrelated physical activity in Dutch youth.8 80% of 12-17 year-old children cycled three or more days to or from school/work.9 This resulted in an ‘A’ for the indicator active transportation (walking is included in the grade as well). Active transport is associated with increased total physical activity among youth.10,11 Also evidence is reported for an association between active transport and a healthier body composition and healthier level of cardiorespiratory fitness among youth. Although Dutch children accumulate a lot of daily physical activity through cycling, it is not enough to meet the current national physical activity guidelines of 60 minutes of moderate-to-vigorous physical activity per day. Even though cycling is an important component to the amount of daily physical activity, Dutch youth are not cycling to health
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The Challenge Me intervention aimed to indirectly involve parents in a school-based intervention, by challenging primary school children to perform physical activity (PA) and nutrition-related activities with their parents. The aim of this study is to gain insight in whether this was a feasible strategy to engage children and parents, especially those of vulnerable populations. An exploratory cross-sectional study design was applied. Four primary schools implemented the intervention. Data consisted of challenges completed (intervention posters) and child and family characteristics (questionnaires and anthropometric measurements). Associations between challenges performed and child and family characteristics were assessed using linear regression analysis. Of the 226 study participants, 100% performed at least one challenge, and 93% performed at least one challenge involving parents. Children who performed more PA challenges were often younger, a sports club member, lived in higher socioeconomic status neighbourhoods, of Western ethnicity and from larger families. Regarding nutrition challenges involving parents, younger children performed more challenges. There was no difference in intervention engagement regarding gender, weight status, PA preference, healthy nutrition preference, or the Family PA and Family Nutrition Climate. Challenge Me has potential in involving parents in a school-based intervention. However, certain characteristics were associated with higher involvement
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Background: The environment affects children’s energy balance-related behaviors to a considerable extent. A context-based physical activity and nutrition school- and family-based intervention, named KEIGAAF, is being implemented in low socio-economic neighborhoods in Eindhoven, The Netherlands. The aim of this study was to investigate: 1) the effectiveness of the KEIGAAF intervention on BMI z-score, waist circumference, physical activity, sedentary behavior, nutrition behavior, and physical fitness of primary school children, and 2) the process related to the implementation of the intervention. Methods: A quasi-experimental, controlled study with eight intervention schools and three control schools was conducted. The KEIGAAF intervention consists of a combined top-down and bottom-up school intervention: a steering committee developed the general KEIGAAF principles (top-down), and in accordance with these principles, KEIGAAF working groups subsequently develop and implement the intervention in their local context (bottom-up). Parents are also invited to participate in a family-based parenting program, i.e., Triple P Lifestyle. Children aged 7 to 10 years old (grades 4 to 6 in the Netherlands) are included in the study. Effect evaluation data is collected at baseline, after one year, and after two years by using a child questionnaire, accelerometers, anthropometry, a physical fitness test, and a parent questionnaire. A mixed methods approach is applied for the process evaluation: quantitative (checklists, questionnaires) and qualitative methods (observations, interviews) are used. To analyze intervention effectiveness, multilevel regression analyses will be conducted. Content analyses will be conducted on the qualitative process data. Discussion: Two important environmental settings, the school environment and the family environment, are simultaneously targeted in the KEIGAAF intervention. The combined top-down and bottom-up approach is expected to make the intervention an effective and sustainable version of the Health Promoting Schools framework. An elaborate process evaluation will be conducted alongside an effect evaluation in which multiple data collection sources (both qualitative and quantitative) are used.
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In this chapter, we discuss the education of secondary school mathematics teachers in the Netherlands. There are different routes for qualifying as a secondary school mathematics teacher. These routes target different student teacher populations, ranging from those who have just graduated from high school to those who have already pursued a career outside education or working teachers who want to qualify for teaching in higher grades. After discussing the complex structure this leads to, we focus on the aspects that these different routes have in common. We point out typical characteristics of Dutch school mathematics and discuss the aims and challenges in teacher education that result from this. We give examples of different approaches used in Dutch teacher education, which we link to a particular model for designing vocational and professional learning environments.We end the chapter with a reflection on the current situation.
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The aim of the current study was to examine the effectiveness of a school-centered multicomponent PA intervention, called ‘Active Living’, on children's daily PA levels. A quasi-experimental design was used including 9 intervention schools and 9 matched control schools located in the Netherlands. The baseline measurement took place between March–June 2013, and follow-up measurements were conducted 12 months afterwards. Accelerometer (ActiGraph, GT3X +) data of 520 children aged 8–11 years were collected and supplemented with demographics and weather conditions data. Implementation magnitude of the interventions was measured by keeping logbooks on the number of implemented physical environmental interventions (PEIs) and social environmental interventions (SEIs). Multilevel multivariate linear regression analyses were used to study changes in sedentary behavior (SB), light physical activity (LPA) and moderate-to-vigorous physical activity (MVPA) between baseline and follow-up. Finally, effect sizes (ESs) were calculated using Cohen's d. No pooled effects on PA and SB were found between children exposed and not exposed to Active Living after 12 months. However, children attending Active Living schools that implemented larger numbers of both PEIs and SEIs engaged in 15 more minutes of LPA per weekday at follow-up than children in the control condition (ES = 0.41; p < .05). Moreover, children attending these schools spent less time in SB at follow-up (ES = 0.33), although this effect was non-significant. No significant effects were found on MVPA. A school-centered multicomponent PA intervention holds the potential to activate children, but a comprehensive set of intervention elements with a sufficient magnitude is necessary to achieve at least moderate effect sizes.
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