ing descriptive statistics to profile SRTS funding amounts and purposes, and to compare demographic and neighborhood characteristics of schools with and without SRTS programs. Analysis was conducted in 2013.
- The average SRTS award was $158,930 and most funding was spent on infrastructure (62.8%) or combined infrastructure and non-infrastructure (23.5%) projects.
- Schools benefiting from the SRTS program served higher proportions of Latino students and were more likely to be in higher-density areas. Few differences existed in neighborhood demographics, particularly educational attainment, work-trip commute mode, and median household income.
- Conclusions: Schools benefiting from the SRTS program are more urban and have higher Latino populations but are otherwise comparable to U.S. public schools. This suggests that disadvantaged areas have had access to the SRTS program.
Noreen C. McDonald, PhD, Pamela H. Barth, MRP, Ruth L. Steiner, PhD. (2013). Assessing the Distribution of Safe Routes to School Program Funds, 2005–2012. Am J Prev Med, 45(4), 401-406
- The study used a robust quasi-experimental research design to measure the impacts of Eugene, Oregon's Safe Routes to School program on walking and biking.
- Using data collected between 2007 and 2011 at 14 schools with and without Safe Routes to School programs, the study showed that the Safe Routes to School program was associated with increases in walking and biking.
- Education and encouragement programs were associated with a five percentage point increase in biking. Augmenting education programs with additional SRTS improvements such as sidewalks, crosswalks, covered bike parking, and Boltage was associated with increases in walking and biking of 5–20 percentage points.
- The study results illustrate the potential for the Safe Routes to School program to change behavior and should encourage other communities to plan for multi-modal school travel.
Noreen C. McDonald a, n, Yizhao Yang b, Steve M. Abbott b, Allison N. Bullock (2013). Impact of the Safe Routes