A Case Study of Children’s Active Travel to School: Insights for Smart Mobility in Hong Kong

Abstract

This paper examines active travel for Hong Kong schoolchildren aged 5-12 and explores its relevance to smart mobility initiatives in Hong Kong. Data was obtained for 842 students at four primary schools through child and parent questionnaires, which provided information relating to children’s travel characteristics for their journeys to school and personal/ household socio-demographic characteristics. Secondary data of the geography around children’s residences were also obtained, to better understand surrounding road networks, public transit, green open space area and recreational facilities. ESRI ArcGIS was used to map these geographical features, which were then enumerated within a 500 metre radius of children’s residences, a distance that can be covered by a 10-minute walk. Logistic regression modelling was conducted to understand the association between the status of children’s active travel to school (binary dependent variable of ‘active travel’ vs ‘not active travel’) with the various socio-demographic and geographical factors (independent variables). The results show that network distance to school and other built environment variables, such as road intersections and sport/ leisure facilities, are highly significant factors associated with active travel to school. Taking an in-depth look at one primary school in Yau Tong, Kwun Tong District where residential locations were obtained for 155 children, just under one third reported walking to school. The majority of walkers living in major government-sponsored housing situated within 500 metres of the school. Their potential walking routes to school were examined on-site and via Google Maps. Google Maps was helpful in visualising potential walking routes for roadside pavements and at-grade crossings, using the walking directions function. These routes were typically 10-15 minute walks and involved 1-2 at-grade crossings. With the visualisation of the most commonly taken routes by schoolchildren, authorities may be well-placed to consider installing smart devices for children to use, akin to those rolled out for neighbourhoods where elderly people frequent, to lengthen the duration of the ‘green man’ signal. Upon closer examination of the Google Maps routes, some ‘blind spots’ were observed - routes through parks, footbridges, shopping centres and other private areas (e.g. private roads, estate podiums, etc.) were not allowed, when in reality they were passable. The study findings show that while intersections and at-grade crossings, clearly, are important components in children’s routes to school, on-site examination is important too. There is a similar walking route search function in the ‘HKeMobility’ mobile app managed by the Transport Department, currently being trialled in Tsim Sha Tsui and Causeway Bay. As the authorities work toward rolling out the search function for the rest of Hong Kong, it would be desirable for all types of walking facilities to be accounted for, such as those mentioned above, in order for the pedestrian route network to more accurately reflect all potential walking routes. Of course, smart mobility in Hong Kong is not only about developing an integrated mobile app or installing smart devices at signalised crossings, but these are some small steps of many that can contribute toward Hong Kong becoming a world class smart city.