Table 1.
Physical activity monitoring and accountability indicators
| Individual Indicators—Children and Youth (1) | ||
|---|---|---|
| Physical activity in children and youth |
% of children and youth who meet minimum recommended physical activity guidelines (WHO, American CDC, Australia) both in girls and boys http://www.who.int/dietphysicalactivity/factsheet_young_people/en/ https://www.cdc.gov/physicalactivity/basics/children/index.htm % of children and youth who indulged in minimum 60 min of moderate‐vigorous aerobic physical activity each day in the last one week and those which include vigorous‐intensity physical activity at least 3 days a week (WHO, CDC, Australia) http://www.who.int/dietphysicalactivity/factsheet_young_people/en/ https://www.cdc.gov/physicalactivity/basics/children/index.htm |
SDG 3, 4, 5, 10, 11, 16 |
| Active play | % of children and youth who participate in unorganized/unstructured active play for several hours in a day | SDG 3, 4, 5, 10, |
| Organized sport/dance participation | % of children and youth who participate in organized/structured active play/dance for an hour or more a day | SDG 3, 4, 5, 10, |
| Active transportation |
% of children (boys and girls) and youth who use active transportation (walking/bicycle) to travel to school, park, market, other out of school activities (developed countries) % of children and youth (girls and boys) who use active transportation to travel to school, park, market, other out of school activities despite have the choice of a car or bus (developing countries) % of differently abled, children, and youth who use active transportation |
SDG 3, 5, 11, 13 SDG 3, 11, 13 |
| Environmental Indicators—Children and Youth (2) | ||
|---|---|---|
| Active transportation |
% of children (boys and girls) and youth who use active transportation to travel to school, park, market, other out of school activities % of children and youth who use active transportation to travel to school, park, market, other out of school activities despite have the choice of a car or bus (developing countries) |
SDG 3, 5, 11, 13 |
| Safety in active transportation |
% of parents who perceive it is safe and feasible to send the children to the local park % of parents who perceive the park is safe to use % of parents who perceive its safe and feasible to send their girls to the local park % of parents who perceive the park is safe to use for their girls |
SDG 3, 5, 16 |
| Safety of girls/women | Area wised indicators of girls/women safety in the country | SDG 3, 5, 10, 16 |
| Supportive environment around their home/community as perceived by parents/guardians |
Question for parent‐“Please tell me if the following places and things are available to children in your neighbourhood, even if your child [CHILD'S NAME] does not actually use them: 1) park or playground area? 2) a recreation centre, community centre, or boys’ or girls’ court club? 3) sensible safe sidewalks or walking paths to go there” (percentage of parents who answered yes) Same questions in the context of girl child |
SDG 3, 5, 16 |
| Environmental Indicators—Active Schools | ||
|---|---|---|
| Active schools | % of schools which have open play grounds and sporting facilities and equipment and offer them every day to the children | SDG 3, 4, 10 |
| % of schools which offer PE/dance to >80% children for >150 min per week | SDG 3, 4 | |
| % of schools which have a policy “everyone plays” (including boys and girls) | SDG 3, 4, 5, 10 | |
|
% of schools which have a PE period each day (including boys and girls) (from a developing country perspective, it should be divided as) School policies—state, national requirements Proportion of schools required to have dedicated PE period every day. Proportion of school with actual Implementation of PE policies—number of PE hours per week % of schools which are disabled friendly |
SDG 3, 4, 5 | |
|
% of schools which have a PE period at least 4/5 d a week Or 80% of the working days in a year |
SDG 4, 5 | |
|
% of schools which actively support active transport to school. “walking school bus,” “walk‐to‐school,” safe routes to school |
SDG 3, 11, 13 | |
|
% of schools having an after school play/dance program and information for families % of schools having an after school play/dance program and information for families for both sexes |
SDG 3, 4 SDG 3,5 |
|
| Individual Indicators—Adults—Women and Men (3) | ||
|---|---|---|
| Physical activity in adults (men and women) |
% of adults who meet minimum recommended physical activity guidelines % of men and women who meet minimum recommended physical activity guidelines (Men, women) % of adults (men and women) who met the 150 min/week of aerobic exercise guidelines % of adults (men and women) who met the 300 min/week of aerobic exercise guidelines |
SDG 3, 5 |
| Active transport to work/college |
% of adults who bicycle/walked/used public transport to work/college in the last week % of adults who bicycle/walked/used public transport to work despite having access to cars/private motorized transport in the last week (developing countries) % of women, girls, boys and men who bicycle/walked/used public transport to work/college in the last week % of women, girls, boys, and men who bicycle/walked/used public transport to work despite having access to cars/private motorized transport in the last week (developing countries) |
SDG 3, 11, 13, 16 SDG 3, 5 |
| Active transportation for other activities and near home |
% of adults who used active transportation to the market, other activities in the last week % of adults who used active transportation to the market, other activities despite having the choice of a car or bus (developing countries) % of women, girls, boys, men who used active transportation to the market, other activities in the last week % of women, girls, boys, men who used active transportation to the market, other activities despite having the choice of a car or bus (developing countries) in the last week |
SDG 3, 11, 13, 16 SDG 3, 11, 13, 16 SDG 3 5 |
| Environmental Indicators—Adults (4) | ||
|---|---|---|
| Community, street scale design, urban planning |
% of the population that live within 0.5 km of a park/green space for public use (CDC says 0.5 miles, which is 0.8 km, but recent data from Sallis et al indicate that within 0.5 km as it increases PA in the population. Walkability index of different sections/locations in cities and towns Disable friendliness of the walkability |
SDG 3, 11, 13, 15 Data from GIS |
| PARK—safety and active transportation to the park |
% of people who perceive its safe and feasible to go to the nearby park, % of women who perceive its safe and feasible to go to the nearby park, % of people who perceive the sidewalks and crossings are safe to walk to the park (and safety and maintenance of pedestrian paths) % of people who perceive that there are parks useable at a walkable distance from where they live % of disabled who find it safe convenient, feasible to go to the park |
SDG 3, 5, 11, 13 |
| Supportive environment—market, college and work |
% of people who perceive they can walk to the local market‐ safety, feasibility % of people who feel that they can use active transport and public transport to work/college as its safe and feasible % of men and women, boys and girls who feel that they can use active transport and public transport to work/college as its safe and feasible and the market |
SDG 3, 16, 11 SDG 5 |
| Adequate capacity and density of public transports and stops is known to increase physical activity levels |
% of people who prefer to take public transport % of people despite having access to personalized cars yet prefer to take public transport % of population who have availability of facilities for recreation, sports, dance within walking distance |
SDG 3, 10, 11, 13 SDG 3, 10, 11 |
| Environmental Indicators—Pedestrian Priority, Street Scale Design Street‐Scale and Community‐Scale Design Policy | ||
|---|---|---|
|
Walkability is how friendly an area is to walking. The international walkability index consists of 4 (1‐4) components or indicator variables (http://health-design.spph.ubc.ca/tools/walkability-index/) of different sections/locations in cities towns: 1. Residential density is the number of houses in an acre of land in a neighbourhood. Higher the value is indicative of more people live in that area. 2. Commercial density is the area meant for commercial use in a neighbourhood. Higher value denotes that there are more businesses, restaurants, retail shops, and commercial establishments in that area. 3. Land use mix is the extent of mixing of residential, commercial, entertainment, office development, etc in a specific area. Higher values denote a balanced distribution of different types of land uses. 4. Street connectivity is the number of street intersections in a neighbourhood. Higher values denote more intersections and better connectivity facilitating easier access between two points. 5. Public transport density (Sallis et al, 2016) 6. Number of useable public parks in the vicinity of 0.5 km (size of the park should be >0.3 ha) 7. Density of bus stations/metro stations/ferry stops Developed country perspective: The above is from a developed country perspective; it is assumed that public transport is safe, and adequate capacity and pedestrian pathways are useable and safe, which may not be the case in a developing country scenario. Developing country perspective: That considered as high density in developed countries is actually low density in developing countries. The walkability may decrease after a certain value high density above in the context of developing countries, where over density is creating a vulnerable unsafe environments to walk and people still walk as there is no other option. |
SDG 3 10, 11, 13, 15, 16 | |
|
Tackling the contextual barriers to active transport including walkability—developing country perspective: In developing countries, there are many other barriers to walking that include high pollution, high dust levels, and high heat making it uncomfortable, at times prone to dehydration and heat strokes, pollution. There are many more motorized and nonmotorized transports as compared with developed countries. So there is a need for greenery, hydration, segregation of motorized and nonmotorized transports rather than the traditional bus lanes, cycle lanes, and car lanes in developed countries. Plus the population density is many times over. |
SDG 3, 10, 11, 13, 15, 16 | |
|
Pedestrian paths, street scale design and urban design Pedestrian pathways • % (proportion) of pedestrian pathways, which are safe, unencroached, usability, % of roads—where the width and quality of the pedestrian paths as comparable with the width of road; • % of roads, which have well‐networked pedestrian pathways, crossings, subways • Developing countries: % proportion of interstate highways, which provide for pedestrians and subways as people any ways hitch rides, and there are villages and schools on either side of the interstate highways • Quality of the pedestrian paths—wide, unencroached, well‐maintained—where mothers can walk with child prams, wheel chairs, etc can move. • % of roads in cities/towns/settlements, where there is a definite priority to pedestrians, and nonmotorized transport. • % of roads in cities/towns/settlements where there is a definite priority to disabled and are age‐sensitive for elderly • % of roads, which have green canopies on either side to provide shade (they increase likelihood of active transport and also lower air‐conditioning requirements) • % of roads, where the motorized transport (car, etc) lanes are not more than 10‐11 ft wide, and overall width is comfortable for the Pedestrian • % or roads with “water fountains”—at regular distance/crossings (to counter the hot climate, for hydration purposes) • In tropical countries, high heat countries, green trees for shade—to lower pollution, temperature, comfort in walking and resting on either side of the road. % of roads and pedestrian paths/sidewalks and active transport lane which have shade (cove) provided by lush green trees • % of road length which have benches for people to take breaks and sit. • How you treat your pedestrian_ dignity in being a pedestrian (Respect for pedestrian rights (disabled friendly, universal design, heat mitigation, reinforcement through trees and water fountains). • Adequate frequency of crossings, subways • % of crossings, which have CURB cuts • Car lanes/motorized transport lanes • % of roads where the Width of car lane‐ for car should be less than 11 feet (10‐11 ft), with restriction on number of lanes in cities, so that the road is not too wide and that pedestrians can cross. • Division of road space for motorized and nonmotorized transport • Separation of the motorized and nonmotorized lanes with greenery. Walkability within urban conglomerates/cities, towns Pedestrian priority, safety comfort, need for hydration, greenery, disable friendly. Pedestrian being the heart of city planning Developing countries have more than 50 different types of transport, motorized, and active (nonmotorized). This is unique to developing countries as compared to developed countries of predominantly cars, buses and bicycles. The width has thus to be divided into “motorized lanes(10 ft each approx.), nonmotorized lanes and pedestrian paths |
SDG 3, 11, 13, 10 | |
|
Active transport (developing countries) Nonmotorized lanes—for multiple different active transport vehicles in developing countries |
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| Developing country | ||
| Public transport density | Public transport density—measured on randomly selected routes in each city. Each county and city can decide that. | SDG 3, 10, 11 |
| Priority to other forms of active transport/cycling at crossing | % of crossings in a town/city, where priority is given to cyclists and other forms of nonmotorized transport | SDG 3, 10, 11, 13 |
| Indicators at Worksite | ||
|---|---|---|
|
1. % worksite/business enterprises, where the staircases/stair wells are well maintained, useable, attractive, and safe, measures that will increase the safety in the using stairs and safety treading, non‐skid tiles or treading, railings, temperature controlled in extreme temperatures. Natural lighting where ever possible. Railing to hold on. Attractiveness of staircases 2. % of worksites encouraging few minutes of physical activity b‐during working hours‐Physical activity breaks 3. Are open spaces available for exercise at worksite or close to worksite, close by parks, walking paths within campuses 4. Are there prompts “point of decision prompts “to encourage people to take the staircase/stairwell 5. In compact spaces, opportunities to be active at worksite 6. % of worksite that have healthy food options 7. % where safe drinking water is freely available 8. % of worksites which are disabled friendly *In developing countries majority of the worksites are unorganized. So most of the above cannot be applied to them |
SDG 3, 10, 11, 13 | |
| National policies |
Cross‐departmental National and state policies Is there an inter‐sectorial, interdepartment platform set up to enhance physical activity in daily living in the population across sectors? Is there a government mandate followed by appropriate action in the different sectors which directly and indirectly promote physical activity Health consideration by ministries of transport, urban development, highways and the environment. Active transport should take priority over other transport by the Ministry of transport and highways and urban development |
SDG 3, 4, 5, 10, 11, 13, 15, 16 |