Australian children's independent mobility levels: secondary analyses of cross-sectional data between 1991 and 2012

This study investigated changes in Australian children's independent mobility levels between1991 and 2012. Data from five cross-sectional studies conducted in 1991, 1993, 2010, 2011 and 2012 were analysed. Parent and child surveys were used to assess parental licences for independent mobility and actual independent mobility behaviour in children aged 8–13 years. Findings show declines in the proportion of young children (≤10 years of age) being allowed to travel home from school alone (1991: 68%, 1993: 50%, 2010: 43%, 2011: 45%, 2012: 31%) and travel on buses alone (1991: 31%, 1993: 15%, 2010: 8%, 2011: 6%, 2012: 9%). Furthermore, the proportion of children travelling independently to school decreased (1991: 61%, 1993: 42%, 2010: 31%, 2011: 32%, 2012: 32%). Significantly fewer girls than boys travelled independently to school at each time point (p?≤?.001). Overall, the findings suggest that Australian children's independent mobility levels declined between 1991 and 2012.     

Using the Public Open Space Attributable Index tool to assess children’s public open space use and access by independent mobility

This study examined associations between public open space (POS) attributes and children’s use, and independent mobility to, POS in Auckland, New Zealand. Overall 240 children aged 9–12 years and their parents/caregivers participated. Data were sourced from child travel diaries and parent telephone interviews. The Public Open Spaces Attributable Index (POSAI) assessed POS quality and quantity. Associations were examined between age, sex, ethnicity, parental licence of freedom score, and POSAI with: (1) child trips to POS and (2) independently mobile trips to POS. Children made a total of 68 trips to POS over a seven-day period; 35 of these were independently mobile. Child ethnicity was related to child trips to POS. Independent trips to POS differed by ethnicity and parental licence of freedom. This research utilised a new tool, the POSAI, to examine associations of POS use and independent mobility in children living in urban neighbourhoods.     

‘My Journey to School …’: Foregrounding the Meaning of School Journeys and Children's Engagements and Interactions in their Everyday Localities

This paper gives prominence to children's own accounts of school journeys. The characteristics of school journeys in Fife, Scotland are outlined, and the nature of children's school journey experiences discussed. The focus is on children in the latter years of primary school, concentrating mainly on the experiences of those who walk without adult accompaniment on their school journeys. By drawing attention to the meaning of these journeys to children this paper brings to the fore children's active and imaginative engagements in and with their environments. This situates school journeys as an integral part of children's geographies indicative of the regulation of the child's realm and the active part which children play in redefining this.     

Does neighbourhood count in affecting children's journeys to schools?

This study examines two factors affecting children's school journeys – independent mobility and accessible school opportunities. Two time-geography based indicators, the spatial extent of potential path area and the number of weighted school places reachable (labelled OPP), are estimated. Multi-level modelling has been developed to analyse the interplay of individual, household and neighbourhood factors. Hong Kong is used as a case study because the neighbourhood effects on school provision within compact cities have not been well studied. The results show that 30.4% of the children's school journeys were made without adult companions. Half of the children walked to schools. The multi-level analysis suggests that nearly 90% of the variance in both indicators was found at the individual level. Neighbourhood, though not a decisive factor, does have impacts on the number of accessible school choices.     

Children's interdependent mobility: compositions,collaborations and compromises

This paper discusses findings from Australian research that used a qualitative and participatory methods approach to understand how children develop and negotiate their everyday mobility. Children's mobility negotiations are discussed in reference to interactions with parents, peers and places; journeys in relation to their multi-modality, compositionality and temporality; and mobility formations in terms of ‘companionship’ – travel companions, companion devices and ambient companions. Children's mobility is characterised by interdependencies that both enable and configure this mobility. Three themes – compositions, collaborations and compromises – are used to detail and describe some of the ways these interdependencies take shape and unfold.     

Measuring children's independent mobility: comparing interactive mapping with destination access and licence to roam

Children's independent mobility (IM) lacks a standardised definition and measurement protocol. Interactive mapping applications can capture geographically defined mobility data. In this study of 219 children, independent parental licences (IM Licence) and allowances to travel to certain locations unsupervised (IM Index) were collected through a questionnaire, and compared to IM-roaming areas derived from the Visualisation and Evaluation of Route Itineraries, Travel Destinations, and Activity Spaces (VERITAS-IM) mapping application. Significant relationships were found between the VERITAS-IM-derived measures and traditional measures of IM (IM Licence and IM Index). Results suggest the perceived degree of children's IM is heavily dependent on the assessment method and a combination of methods should be considered.     

What constitutes a ‘trip’? Examining child journey attributes using GPS and self-report

Active travel is associated with improved health and development outcomes in children. Accurate detection of children's travel behaviors and routes, however, is problematic. Travel diaries are often used to collect information on children's travel behaviors, yet no evidence for the accuracy of this methodology exists. This study investigated the validity of children's self-reported trips (origin, destination) compared with an objective criterion (global positioning systems units; GPS). Children (n = 10, 9–11 y) wore the GPS units for seven consecutive days between March and June 2011 and completed travel diaries daily with researcher assistance. Affinity group interviews were conducted in December 2011 with 30 children from two schools to garner perspectives on trip definition, neighborhood perceptions, and to illuminate GPS and travel diary findings. GPS journeys were manually compared with travel diary journeys for destination sequencing, start times, and travel mode. Accuracy in trip sequencing was compared by day type, and journey type using percentage differences and the chi-square (χ²) statistic. Of the 380 trips captured, 54.5% of journey sequences were fully or partially matched, 22.4% were GPS only trips and 23.2% travel diary only. Greater accuracy (full/partial match) was observed for weekdays than for weekend days and for the journey to or from school than for other journeys. Travel mode agreement existed for 99% of matched trips. Although children's travel diaries may confer contextual journey information, they may not provide completely accurate information on journey sequencing. Thematic analysis of affinity group data revealed that reasons for this are multifaceted, including differing concepts of what constitutes a ‘trip’. A combined approach of GPS and travel diary is recommended to gather a comprehensive understanding of children's journey characteristics.     

‘So that we don't spoil them’: understanding children's everyday mobility through parents’ affective practices

ABSTRACT

Children's everyday mobility and freedom of movement have been closely linked to parental practices, or what has been referred to as parental ‘mobility permits’ or ‘mobility licences’. Most research tends to focus on parental restrictions, while this article explores the affective practices Swedish middle-class parents use in order to enhance their children's mobility, i.e. how emotions are perceived as enabling parents’ and children's spatial experiences and thus their feelings of safety and security; as well as how emotions are talked of as disabling or disrupting the potential for children's mobility. These affective practices are analysed in relation to the parents’ self-reflexive positioning on a continuum between ‘the helicopter parent’ and ‘the engaged and enabling parent’. The material for the article is comprised of 33 interviews with the children's parents, carried out within a larger ethnographic research project on children's everyday mobility in Sweden.     

Creating New Schools for Bradford’s ‘Factory Children’: Obstacles and Outcomes, 1836–1850

Industrialization brought extensive factory development to northern English counties during the early nineteenth century, with new cotton, wool and worsted mills that employed many child workers. By 1840, some 1800 children, aged less than thirteen, worked in mills across the widespread Bradford parish – mostly in the central townships and predominantly in the worsted trade. Under the 1833 Factory Act, these factory children were restricted to forty-eight hours work per week and were required to attend school two hours each day. Available school provision was often poor and ill-adapted to mill-working hours. After delays, diversions and sustained lobbying, new Bradford schools – under the auspices of the ‘National Schools Society’ but specially targeted on factory children – started to come into being, soon reaching an attendance of some 1000 children. One of these schools – in a new, hastily constructed, building – gained recognition as a ‘model factory school’. Despite the perceived deficiencies of the 1833 Act, despite opposition and despite recurrent difficulties over finance, the 1833 legislation gave ‘leverage’ that, in Bradford, generated a new pattern of schooling.     

Where dogs,ghosts and lions roam: learning from mobile ethnographies on the journey from school

This paper draws on mobility research conducted with children in three countries: Ghana, Malawi and South Africa. It has two interlinked aims: to highlight the potential that mobile interviews can offer in research with young people, especially in research contexts where the main focus is on mobility and its impacts, and to contribute empirical evidence regarding the significance of everyday mobility to young people's lives and future life chances in sub-Saharan Africa. During the pilot phase of our research project on children, transport and mobility, the authors undertook walks home from school with teenage children1 We use the terms children and ‘young people’ interchangeably in this paper. When we asked young people aged ca. 12–18 years from the three countries at our Malawi inception workshop about terminology, they expressed no concern about the use of the term ‘child’ for people in their teens. View all notes in four different research sites: three remote rural, one peri-urban. As the children walked (usually over a distance of around 5 km) their stories of home, of school and of the environment in-between, gradually unfolded. The lived experiences narrated during these journeys offer considerable insights into the daily lives, fears and hopes of the young people concerned, and present a range of issues for further research as our study extends into its main phase.     

Does the walkability of neighbourhoods affect children's independent mobility,independent of parental,socio-cultural and individual factors?

The association between neighbourhood walkability and children's independent mobility using an ecological approach is relatively unexplored. In 2007, 1480 10- to 12-year-old children (and 1314 parents) attending low and high walkable schools across Perth, Western Australia, completed surveys. Objective built environment, social-cultural and individual-level factors were explored. High neighbourhood walkability predicted girls' independent mobility. However, girls and boys were more likely to be independently mobile if they and their parents were confident that they could travel independently. Providing safe, walkable neighbourhoods – particularly for girls – combined with strategies to improve children's skills to safely navigate their neighbourhood may increase independent mobility.     

COMMUTING AS AN ELEMENT OF LOCAL POPULATION MOBILITY

Commuting is defined as journeys to work or study that cross the administrative boundaries of minor civil divisions. This poses problems in the statistical analysis of some metropolitan areas, such as Baku, where large suburban territories are administratively under the jurisdiction of the central city government. Time series on commuting exist for trips from rural to urban areas, and help distinguish oblasts and major economic regions of varying levels of rural population mobility. This mobility is highest around large cities that exert a strong pull (Moscow, Leningrad, Kiev, Minsk, Khar'kov, L'vov). Rural population mobility is low in Siberia and Kazakhstan, which have a sparse network of industrial centers and low rural population density, and in Central Asia, where the indigenous population is distinguished by low social mobility. Census data for commuting in 1970 yield a typology of cities in terms of the character of commuting. Commuting distances and means of transportation are analyzed for different city size classes.     

‘Watching like a hawk’: gendered parenting in automobilized urban spaces

The growing interest in automobility theory and feminist perspectives on daily mobility points to the importance of considering parental mobility care of children. Hanson (2010, Gender, Place & Culture 17(1), 5–23) argues that feminists have long known that gender and mobility are bound together but have not sufficiently examined their contexts. The article extends this approach in its exploration of parental mobility care practices. It illustrates how automobility constructs disciplined parental practices to immobilize and safeguard children. Conversely, it shows how parental mobility care practices use, generate and resist automobility. These practices, the article argues, are deeply embedded within contexts of gender and automobility that (re)produce social inequalities. This analysis, which emerged out of our qualitative, interpretive approach, suggests new ways of thinking about automobility and parenting in relation to one another. The research is based on in-depth interviews with parents located in four urban areas in Vancouver, British Columbia.     

Going out,getting about: atmospheres of mobility in Melbourne's night-time economy

Drawing from recent affective geographies of drinking and drunkenness, this article explores the affective atmospheres of spaces of mobility in Melbourne's night-time economy and how these atmospheres shape the experience of alcohol-related problems. Our discussion is grounded in the analysis of interview data collected in 2012 among 60 young adults living in Melbourne. Participants included youth residing in the inner-city who reported taking a tram, walking or cycling to nearby venues along with youth from periurban communities who used trains, buses or taxis to travel to and from venues in the inner-city. Each group reported spending varying amounts of time on the move during a night-out drinking, although the atmospherics of mobility differed for each group. Inner-city participants described ‘comfortable’ or ‘fun’ journeys on the tram, walking or cycling, whereas participants from periurban communities spoke of ‘boring’ or ‘unpleasant’ journeys via train, night-bus or taxi. Moving beyond reports of the ‘priming’ effects of affective atmospheres, we conclude that these atmospheres are (co-)constituted in encounters between bodies, human and non-human, as they move. We close with a brief discussion of the implications of our analysis for the study of alcohol-related problems in the city at night.     

Children’s independent mobility: the role of school-based social capital

ABSTRACT

Research has documented the decline in children’s independent mobility (CIM) globally. CIM is a measure of the level of a child’s freedom to move about his or her local neighbourhood without direct adult supervision. This paper explores the effectiveness of three intervention programmes to change travel behaviours of children to and from school in 26 Catholic primary schools in a range of urban and regional settings in Victoria, Australia. Using pre and post intervention surveys with 1600 students and parents, and interviews with school principals, we measured the influence of a range of individual, social, and built environment factors on the effectiveness of these intervention programmes. The degree of social connectedness of the school and the individual was found to have the most impact on the effectiveness of the intervention programmes to change behaviours, while the interventions themselves were not greatly effective without being embedded in a supportive school culture.     

COITAL EXPERIENCE AMONG ADOLESCENTS IN THREE SOCIAL-EDUCATIONAL GROUPS IN URBAN CHIANG MAI,THAILAND

This article compares coital experience of Chiang Mai 17–20-year-olds who were: (1) out-of-school; (2) studying at vocational schools; and (3) studying at general schools or university. Four-fifths, two-thirds and one-third, respectively, of males in these groups had had intercourse, compared to 53, 62 and 15 per cent of females. The gender difference for general school/university students, but not vocational school students, probably reflects HIV/AIDS refocusing male sexual initiation away from commercial sex workers. Vocational school females may have been disproportionately affected. Loss of virginity was associated, for both sexes, with social-educational background and lifestyle, and was less likely in certain minority ethnic groups. Among males, it was also associated with age and parental marital dissolution, and among females, with independent living and parental disharmony. Within social-educational groups, lifestyle variables dominated, but among general school/university students, parental marital dissolution (for males) and disharmony (for females) were also important, and Chinese ethnicity deterred male sexual experimentation.     

Parental migration and the educational enrolment of left-behind children: evidence from rural Ponorogo,Indonesia

ABSTRACT

This paper examines the effects of parental migration on children’s educational enrolment following the recent reforms in Indonesian educational policy. We find that, in general, parental migration has a positive impact on school enrolment, although this varies by the child’s age and the gender of the migrant parent. Parental migration has an adverse impact on the school enrolment of younger children who are eligible for free education, but a positive impact on older children who are no longer able to access state educational support. The gender of the migrant parent matters, as paternal migration appears to have a more positive impact on children’s educational enrolment than maternal migration. Maternal migration is associated with a reduction of younger children’s likelihood of a being in school, while paternal migration makes no difference to their school enrolment. For older children, maternal migration has a lower positive impact compared to paternal migration. Our qualitative interviews also show mixed findings: some children appreciate their migrant mothers’ migration efforts and are motivated to persevere in continuing education, while others are weighed down by their migrant mothers’ sacrifice and develop a sense of obligation to reduce their financial burdens by leaving education early to enter paid employment.     

Coital Experience Among Adolescents in Three Social-Educational Groups in Urban Chiang Mai, Thailand

This article compares coital experience of Chiang Mai 17-20-year-olds who were: (1) out-of-school; (2) studying at vocational schools; and (3) studying at general schools or university. Four-fifths, two-thirds and one-third, respectively, of males in these groups had had intercourse, compared to 53, 62 and 15 per cent of females. The gender difference for general school/university students, but not vocational school students, probably reflects HIV/AIDS refocusing male sexual initiation away from commercial sex workers. Vocational school females may have been disproportionately affected. Loss of virginity was associated, for both sexes, with social-educational background and lifestyle, and was less likely in certain minority ethnic groups. Among males, it was also associated with age and parental marital dissolution, and among females, with independent living and parental disharmony. Within social-educational groups, lifestyle variables dominated, but among general school/university students, parental marital dissolution (for males) and disharmony (for females) were also important, and Chinese ethnicity deterred male sexual experimentation.