Tag Archives: physical activity

Daily exercise can boost children’s exam grades – new research

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Guest post by Michael McCluskey, Keele University

 

Most parents are aware that physical activity is good for children – as it can help to improve their sense of self and have a positive impact on their mental health and well-being. But it’s less well known that being fit and active can also help to boost children’s academic performance.

Our recent review of primary school children from Stoke-on-Trent, England, shows that children who are more active perform better in key stage one results in reading, writing and mathematics than less active children – achieving grades that were either average or above average for each subject.

We also looked at how the children’s weight and height changed over the school year in our enjoy exercise. All the children gained weight, but less active children appeared to gain weight at a steeper rate than active children. This may mean these children – who currently have a normal weight and body mass – may be at risk of becoming overweight or obese in the future.

Not enough exercise

A report from Sport England shows that children who enjoy exercise, have confidence in their physical abilities and understand why exercise is important, are more likely to be active regularly. The same report also shows that these children do, on average, twice as much physical activity compared with children who don’t enjoy sport and exercise.

The Department of Health recommends children do at least 60 minutes of physical activity every day – but many children fail to meet these recommendations. This is in keeping with national figures that show only 17.5% of English, 38% of Scottish, 51% of Welsh and 12% of Northern Irish children meet the recommended minimum exercise levels.

But inactivity is not just a problem in the UK. Levels of childhood physical activity have recently been described as a global crisis by the World Health Organisation. Increasing urbanisation, changing patterns in transport, increased use of technology and high levels of poverty are considered to be reasons for the decline.

Of course, not all children naturally love exercise – and many dread PE lessons. Indeed, research shows that children who get regular encouragement and who have access to affordable facilities are more likely to be and stay active.

Be a role model

Given that our research shows the impact physical activity can have on academic performance and growth, it’s clear that children need to be encouraged to be active and given time to play regularly at home, in school and in the local community.

Children should walk more, run, cycle, use their scooter, go to their local playgrounds, dance, swim and play sports. Children should also be encouraged to travel to school on foot or by bike where possible and sit less often and for shorter periods of time.

Playing outdoors can help children to develop creative thinking Rawpixel.com/Shutterstock

Importantly, children also need to have positive role models. They need to see parents, family members, teachers and members of the community, enjoying being physically active on a regular basis.

 

This is important because children who are active regularly during childhood are more likely to develop into adults who are active and exercise. And adults who exercise regularly are more likely to live happier and healthier lives than those who do not.The Conversation

Michael McCluskey, Lecturer in Physiotherapy, Keele University

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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Hitting the ground walking: how planners can create more walkable cities, one step at a time

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In recent times, walking has been enlisted as one of the key weapons in the war on inactivity. Planners and policymakers have taken note of evidence highlighting the benefits of walking for health and wellbeing. Meanwhile, local and national governments have taken up the challenge of embedding walking into policy, strategy and guidance. There are now national walking strategies for England, Wales and Scotland, and from Belfast to Bristol local councils have published their own plans to get more people walking.

Travel trends and their costs

During the twentieth century, there was a shift from work involving physical labour to jobs of a more sedentary nature. In addition, the growth of suburbs and rising car ownership has contributed to a decline in people travelling on foot. At the same time, the attractions of television and home computers mean fewer people are spending their leisure time playing sports or taking part in outdoor activities.

The World Health Organisation (WHO) has put the consequences of these trends into stark perspective:

“Sedentary lifestyles increase all causes of mortality, double the risk of cardiovascular diseases, diabetes, and obesity, and increase the risks of colon cancer, high blood pressure, osteoporosis, lipid disorders, depression and anxiety.”

  • Worldwide, around two million deaths a year are attributed to physical inactivity.
  • In the UK, physical activity contributes to one in six deaths, and costs £7.4 billion a year to business and wider society. It is the fourth largest cause of disease and disability in the UK.
  • In Scotland, inactivity contributes to over 2,500 deaths each year, costing the NHS £94.1m annually.

The benefits of walking

Efforts encouraging people to become more active have had mixed results, and there is now a recognition that turning the tide of physical activity may take decades to achieve. But there’s also a growing understanding that physical activity that can be built in to everyday life can be as effective as supervised exercise programmes. And, as we reported last week, the health benefits of walking can be demonstrated in unexpected ways, such as the emergence of the Pokémon Go game as an incentive to exercise.

A recent report from the Arup design and engineering firm highlights that walking is good for cities as well as for people. It details more than 50 ways in which the world can benefit from walkable cities, including:

  • Social benefits – health and wellbeing, safety, placemaking, social cohesion and equality.
  • Economic benefits – city attractiveness, urban regeneration, cost savings.
  • Environmental benefits – addressing air and noise pollution, improving liveability and transport efficiency.
  • Political benefits – leadership, urban governance, sustainable development and planning opportunities.

Making walkable places

Another key theme of the Arup report was the importance of planning for pedestrians:

“If we want cities to be more walkable, the way we design cities has to change. Walkable places are more compact, dense with mixed uses. Streets have to be well connected with more shade from sun and rain, green spaces, trees and public spaces. And, we must pay more attention to the quality of public spaces, not just providing quantity of walkable space.” Joanna Rowelle, Director at Arup

The report lists 40 actions that city leaders can consider to inform walking policy, strategy and design. Among the ideas:

  • Temporarily removing cars from a city can transform roads into public spaces, raise awareness around car dependency, reduce air pollution, and reveal the potential opportunities created by having more – and safer – spaces for people.
  • Financial incentives and disincentives, including subsidies and taxes like congestion charges, can be used to encourage behaviour change.
  • Use of shared spaces to create a pedestrian-oriented environment where people are aware of fellow road users.
  • Unused infrastructure – such as New York City’s High Line – offers major opportunities for facilitating safe and attractive pedestrian routes and activity spaces.
  • Urban regeneration creates the opportunity to redevelop small pieces of land into pocket parks or public spaces with a green character.
  • Rivers and waterways can be transformed from barriers into walking and cycling routes by creating green and accommodating waterfronts.

Best foot forward?

Many of the suggestions in the Arup report are not hard to implement, and needn’t be costly. But even when schemes have been enacted, they may face opposition.

Each weekend, for the past seven years, a busy thoroughfare in Bucharest has been cleared to create Via Sport – a safe space for leisure and sport. This summer, the city’s new mayor claimed Via Sport has been causing traffic problems. The scheme has now been closed for the foreseeable future.

Old instincts die hard. Those rethinking patterns and processes of urban design to stimulate walking (and cycling) will face a few bumps in the road. But the potential rewards will be great. As David Sim of Gehl Architects observes:

“The key strategy is about getting people to actually spend time out on the street. They become a part of the space, familiar with their neighbours, and are in tune with city life.”

Our previous blog posts on urban planning for pedestrians and cyclists include:

 

Pokémon Go for health improvements?

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by Stacey Dingwall

Due to the number of headlines, stories and anecdotes it’s generated, you would be forgiven for thinking that Pokémon Go had been around for months. In fact, the app only officially launched in the UK on the 14th of July, following its initial rollout a week before in the US, Australia and New Zealand. In amongst reports of players straying onto private property, construction sites and train tracks, as well as criminals and police forces using the game’s lure function to their advantage, have been suggestions that the app has real potential to improve the health and fitness of its players.

Transformed from its 90s incarnation of a trading cards game into a GPS powered app, Pokémon Go nevertheless retains its main aim: gotta catch ‘em all. Pokémon appear to players – trainers as they are known in the game – as they move around their area. Crucially, some Pokémon are only available in certain areas (or continents!), meaning that trainers will not be able to achieve the game’s objective unless they move around further than their immediate location.

Gotta catch the…health benefits?

This is where the potential health benefits lie. The first player to catch them all (or all of those available in his country, at least), Roberto Vazquez told journalists that his quest had led to him walking 165 miles (12-25 per day), losing 25lbs in the process. Plastic surgeons Clinic Compare have even managed to calculate how many Pokémon the average person would have to catch in order to lose weight, by comparing the number of calories burned per hour with the average amount of time it takes players to catch a single Pokémon. For example, according to their estimates, it would take 16.27 days for a 165lb female playing the game for 43 minutes each day to lose 1lb, while jogging at a speed of five miles per hour.

It has also been suggested that the app has the potential to help children meet their recommended physical activity levels, without even realising it. With evidence indicating that children are only almost half as likely to want to play outdoors than their parents did at their age, choosing to stay indoors and watch TV or play video games instead, it could be argued that Pokémon Go presents the perfect opportunity to combine indoor and outdoor play.

What does the evidence say?

It’s important to acknowledge that these examples are either anecdotal or based on averages not actually generated by the app itself. While it’s still too early to collect reliable statistics on the game’s potential health impact, qualified medical professionals have stated their belief that it may be a force for good. In an editorial for the BMJ, Glasgow-based GP Margaret McCartney notes the potential for Pokémon Go and similar apps to “make the streets an active, reclaimed playground”, which she describes as a “tantalising side effect” of an app that is not specifically marketed as having the potential to positively impact on players’ health and wellbeing.

Pokémon Go is not the first entertainment-based game to have caught the eye of professionals and policymakers due to its potential for promoting physical activity. Evaluations of Nintendo Wii Fit, for example, have suggested that regular use has the potential to have a positive impact on different groups of people, including those with MS. Regular use is obviously essential in order to generate reliable evidence of whether or not Pokémon Go can have any genuine impact on health and wellbeing. Although cynics may argue that the app is just another fad that will soon die down, the data suggests it’s here to stay for at least the foreseeable future, with 6.1 million trainers in Britain alone, 87% of which were still playing a week after downloading.

Follow us on Twitter to see what developments in public and social policy are interesting our research team. If you found this article interesting, you may also like to read our profile of 12 great STEM apps for primary and secondary pupils.

Increasing participation in sport and physical activity

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by Stacey Dingwall

Our latest member briefing focuses on increasing participation in sport and physical activity in the UK, looking at successful examples of increasing activity and ways in which policymakers are trying to overcome the barriers to participation in sport and physical exercise. You can download the briefing for free from the Knowledge Exchange publications page.

Physical activity levels in the UK

Despite the longstanding and valued position in British society of sport, getting people of all ages involved in sport and physical activity has become increasingly challenging. While current UK guidelines for aerobic activity recommend that adults aged 19 and over should spend at least 150 minutes per week in moderately intensive physical activity, the latest statistics on physical activity from the British Heart Foundation indicate that:

  • Only 67% of men in England and Scotland report meeting recommended levels of physical activity, and only 59% in Northern Ireland and 37% in Wales;
  • Women are less active than men in all UK countries, with 58% reporting meeting recommended levels in Scotland, 55% in England, and 49% in Northern Ireland and 23% in Wales;
  • Physical activity levels vary by household income; in England in 2012, 76% of men in the highest income quintile reached recommended levels, compared to 55% of men in the lowest income quintile.

The implications of inactivity

Low levels of physical activity not only have health implications, but also economic – in the UK, inactivity has been estimated to cost the NHS £1.1billion (Allender, 2007) with indirect costs to society bringing this cost to a total of £8.2billion.

Government action

Our briefing highlights the range of policies and interventions implemented by the UK and devolved governments to try and increase participation in sport and physical activity among the population. These include the Department of Education’s £150m per year Primary PE and Sport Premium Fund; and Scotland’s sport strategy for children and young people, Giving Children and Young People a Sporting Chance.

Good practice – home and abroad

In addition, the briefing profiles successful interventions at the community level, such as Let’s Get Fizzical, a physical activity programme for young people delivered by StreetGames in collaboration with Birmingham City Council. International examples of good practice are also highlighted, including the Active Healthy Kids Canada programme and the North Karelia Project in Finland.

 

The Knowledge Exchange specialises in public and social policy. To get a flavour of the commentary it offers, please explore our publications page on the Knowledge Exchange website.

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Public health in Scotland … problems and solutions

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scotpho logoBy Stacey Dingwall

On Friday 11 September 2015 I attended the annual seminar of the Public Health Information Network for Scotland (PHINS) at Glasgow Royal Concert Hall. Now in its 16th year, the event provides an opportunity to keep up to date with the latest developments in public health related issues and research at both the local and national level.

This year’s sessions were focused around two themes: health inequalities in Scotland, and active travel.

Health inequalities in Scotland: causes and interventions

The first speaker of the day was David Walsh of the Glasgow Centre for Population Health (GCPH). David outlined the findings of research he’s been involved in, looking at explanations for excess mortality in Scotland compared to the rest of the UK and Europe, and in Glasgow particularly. Currently, there are still 5,000 ‘extra’ deaths in Scotland than in England each year, i.e. excess mortality.

The session particularly focused on the findings of the 2013 study, Exploring potential reasons for Glasgow’s ‘excess’ mortality: results of a three-city survey of Glasgow, Liverpool and Manchester. These three cities are home to the highest levels of deprivation in the UK and consequently, the lowest life expectancies, with Glasgow being the worst of the three. David explained that over 40 potential causes for this were synthesised as part of the research, with the following identified as among the most plausible explanations:

  • The scale of urban change post World War 2 had a larger impact on Glasgow, in the form of slum clearances, the construction of poorer housing and large amounts of high rise flats, and limited investment in maintenance of this housing.
  • The ‘socially selective’ new towns programme created social divisions, with only the wealthier and higher-skilled able to move there.
  • Different responses at the local political level – Manchester and especially Liverpool vehemently resisted the Conservative policies of the time, however this was not the case in Glasgow.

The morning also saw a presentation from Jim McCormick from the Joseph Rowntree Foundation (JRF) on rising poverty levels in Scotland and the UK since the recession. Jim suggested that the increasing casual nature of work now seen in the UK is what is driving the rise of poverty. He highlighted the hourglass shaped economy we now have, due to the disappearance of mid-level semi-skilled jobs alongside a rise in higher- and lower-skilled jobs.

An analysis of whether a National Living Wage would bring different groups up to the JRF’s annual Minimum Income Standard by 2020 was also presented; according to their findings, the only group that will be close to it is single people without children.

Physical activity and active travel in Scotland and the UK

The first session after the break saw another presentation from GCPH – this time from Bruce Whyte on trends and challenges in active travel in Scotland (i.e. walking and cycling).

It was highlighted that travelling by car remains the most popular mode for people to travel to work, despite the fact that most of the journeys undertaken are short (i.e. less than two miles long). Bruce highlighted successful initiatives in this area in Glasgow, however, including the cycle hire scheme and the development of the Kelvingrove-Anderston cycling and walking route, on which GCPH published a report earlier this year. His presentation included comment from those who use the route on its health and safety benefits, and it was suggested that its success has led to impetus for similar projects in the city.

The following presentation came from Niamh Shortt of the Centre for Research on Environment, Society and Health (CRESH) at the University of Edinburgh. She looked at the findings from research into whether the physical environment has an impact on inequalities in physical activity and active travel. Tying in with the first theme of the day, this session noted the impact of health and income inequalities on physical activity rates and travel mode choices.

The morning was rounded off by Stuart Hay of Living Streets Scotland, a charity working to promote the benefits of walking and ensure that the country’s streets are fit to do so. Stuart praised the work of the Scottish Government in this area, highlighting the development of a separate walking strategy for the country. He concluded that we have the policy infrastructure in place, and it’s now time to ensure it is implemented.

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Is 20 plenty? The evidence for lower speed limits

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Image from Flickr user Edinburgh Greens via Creative Commons License

By Donna Gardiner

This week (18-25 May) it’s Walk to School Week – where parents and children are encouraged to leave the car at home and experience the benefits of walking to and from school.

The campaign is particularly important given recent evidence which suggests that the number of children who walk to school is falling. The most recent Department for Transport National Travel Survey found that only 42% of children walked to school regularly in 2013, compared to 47% in 1995/97. Indeed, Britain has one of the lowest levels of children walking or cycling to school in Europe.

A recent YouGov survey of 1,000 parents of five- to 11-year olds in Great Britain found that speeding traffic was the main reason that parents no longer let their children walk to school. In particular, 39% felt that school-run traffic was dangerous. Almost two-thirds reported that they would like to see car-free zones outside both primary and secondary schools, as well as 20 mph speed limits in surrounding areas.

20 mph limits and zones

The introduction of 20 mph speed limits and zones has received widespread interest of late, with a number of large schemes, such as the one planned in Edinburgh, capturing the headlines. The Edinburgh scheme is particularly notable for its scale. It covers over 80% of the city’s roads – effectively making 20 mph the default speed for all of its urban areas. Implementation is due to start in late 2015.

At the other end of the UK, the London Borough of Hackney has this week begun the rollout of its own 20 mph scheme, through which more than 99% of the borough’s roads will become subject to 20 mph limits by October 2015.

The Edinburgh and Hackney schemes join a host of others across the UK, including those in inner London, Liverpool, York, Bath, Bristol, Manchester, Newcastle, Brighton, Oxford and Glasgow.

Support for further implementation

Numerous campaign and road safety groups have called for the greater implementation of 20 mph zones and limits across the UK, including the Royal Society for the Prevention of Accidents (RoSPA), Sustrans, the Campaign for Better Transport, CTC – the national cycling charity, 20’s Plenty for Us, The Slower Speeds Initiative and the European Transport Safety Council (ETSC).

The UK Government have also shown support for the wider implementation of 20 mph zones and limits. In 2013, they published revised guidance to make it easier for local authorities to implement 20 mph limits and zones in their areas, and earlier this year, new guidance which further supports 20 mph limits was published by Transport Scotland.

There is also clear evidence of the public’s desire for lower speed limits. A recent YouGov survey found that the majority of respondents supported the introduction of 20 mph speed limits in residential streets (65% support or strongly support) and busy shopping areas and busy streets (72%). Improved road safety and children’s safety were the key reasons for this, along with other reasons – such as making our streets more pleasant to live in, encouraging more walking and cycling, reducing noise and improving the quality of life.

The YouGov survey echoes the findings of the British Social Attitudes Survey 2013, which found 68% of people to be in favour of 20 mile per hour speed limits in residential streets.

Talking of the Hackney scheme, Cllr Feryal Demirci, Cabinet Member for Neighbourhoods and Sustainability, Hackney Council neatly summarises the anticipated benefits of 20 mph zones:

“We strongly believe this 20 mph rollout will be better for everyone. It will mean a safer, calmer and more liveable neighbourhoods for all residents, leading to more walking, cycling and playing outside, which in turn will have a positive impact on health and the community.”

Evidence of the benefits

But does the evidence support these anticipated benefits?

One of the most commonly cited benefit of lower speed limits is improved road safety, resulting from a reduction in the number and severity of collisions. There is widespread evidence that this is the case – for example, research published in the BMJ in 2009 concluded that 20 mph zones were effective measures for reducing road injuries and deaths. Specifically, their introduction was associated with a 41.9% reduction in road casualties, with the effect being greatest in younger children and for the category of killed or seriously injured casualties.

Similar findings have been reported elsewhere, for example, in a review of evidence reported to the London Road Safety Unit, in research by the DfT and by the SWOV Institute for Road Safety Research.

There is also evidence that lower speed limits may help to tackle health inequalities. This is because children and young adults are more at risk of road traffic accidents within poorer localities than in richer urban neighbourhoods. Indeed, in January 2014, Danny Dorling, Halford Mackinder Professor of Geography at the University of Oxford, went as far as to claim that implementing 20 mph speed limits was the main way in which local authorities could effectively improve the health of the local population and reduce health inequalities.

Similarly, research published in the Journal of Public Health in 2014 reported that targeting 20 mph zones in deprived areas may be beneficial. It also concluded that “20 mph zones and limits were effective means of improving public health via reduced accidents and injuries”.

Improved public health is another often cited benefit of lower speed limits. Evidence from Bristol and Edinburgh demonstrates that 20 mph zones do indeed encourage increased levels of physical activity, including walking and cycling, and there is also evidence that they improve resident quality of life, through increased opportunities for social interaction and less noise and air pollution.

The reduced levels of pollution also mean that lower speed limits can be better for the environment.

Finally, there is also some evidence that 20 mph zones may result in increased local economic activity – with improved walking environments having many potential benefits for local business. Research conducted by Living Streets in London also found that pedestrians tended to spend more than those arriving by car.

Driver concerns and attitudes

Despite the evidence in their favour, 20 mph zones are not always welcomed with open arms. There remain a number of concerns about the implementation of 20 mph zones, including fears that they may lead to increased levels of congestion, increased carbon emissions, suffer from a lack of enforcement, increase journey times, and increase emergency response times.

Most of these concerns have been countered by research evidence; however, attitudinal barriers remain. In an analysis of a YouGov survey of public attitudes towards 20 mph zones, Professor Alan Tapp of UWE Bristol, reports that a sizable minority of people (31%) claim that ‘If a 20 mph speed limit is introduced, I may not stick to it’. He also points out that 49% felt that ‘It is just too difficult to stay at 20 mph’ and almost a third of people (30%) thought that 20 mph is an example of a nanny state.

The way forward

So despite the progress that has been made, there is clearly still some way to go before 20 mph limits and zones become a fully accepted part of UK towns and cities. Implementing more 20 mph limits is only the start – it seems that there is also a need for local authorities to tackle the negative perceptions of 20 mph zones held by many drivers in order to ensure that 20 mph limits are adhered to in practice.

Sharing evidence of the positive benefits of 20 mph zones and demonstrating that many of the main concerns associated with them are ill-founded is likely to play an important part in encouraging more positive attitudes, changing driver behaviour, and in turn, make streets safer and more enjoyable for children and adults alike.

 

The Idox Information Service can give you access to further information on improving road safety. To find out more on how to become a member, contact us.

Further reading:

Addressing health inequalities: five practical approaches for local authorities (Perspectives in Public Health, 2014)

Reducing unintentional injuries on the roads among children and young people under 25 years (Public Health England, 2014)

Road safety and public health (The Royal Society for the Prevention of Accidents, 2014)

Achieving safety, sustainability and health goals in transport (Parliamentary Advisory Committee for Transport Safety (PACTS), 2014)

Unlimited aspiration for a calmer city (speed limits) (Local Transport Today, 2011)

Sign of the times (20 mph speed limits in Portsmouth) (Parking Review, 2010)

Review of 20 mph zone and limit implementation in England (Department for Transport, 2009)