DfT 2005 Redcar Cleveland.

Methods	Design: Controlled before‐after study Duration of follow‐up: 0‐2 years post‐intervention (varies between schools, depending on intervention start date)
Participants	Country: United Kingdom Setting: Primary schools and urban secondary schools Intervention groups: 10 primary schools, 2341 baseline responses; 1 secondary school, 1265 baseline responses Control groups: 34 primary schools, 8298 baseline responses; 2 secondary schools, 1571 baseline responses Age: primary and secondary schoolchildren. Gender not reported
Interventions	School travel advisors appointed to work with schools to develop school travel plans School travel advisors also do other work that contribute to reducing congestion and increasing sustainable travel. Capital grants made available for some school travel plans Duration of intervention: 0‐2 years (varies between schools, depending on intervention start date)
Outcomes	Travel mode to school: ‐ % of pupils travelling by car, walking, cycling, bus, other travel mode Effects on inequalities not reported. Adverse effects not reported.
Notes
Risk of bias
Bias	Authors' judgement	Support for judgement
Adequate sequence generation?	High risk	Not randomised
Allocation concealment?	High risk	Not randomised
Blinding? All outcomes	High risk	Blinding not feasible. Could have influenced outcomes.
Incomplete outcome data addressed? All outcomes	Unclear risk	Approximately 77% of baseline schools also provided results at follow‐up: moderate loss to follow‐up. Some school results removed due to 'cleaning the data'. No matching of individual participants in baseline and follow‐up samples, so not possible to fully assess the extent to which incomplete outcome data may have led to bias in the results
Free of selective reporting?	Unclear risk	Not clear that all pre‐specified outcomes were included
Free of other bias?	Low risk	No other sources of bias identified
Adequate matching of intervention / control groups?	High risk	Selected schools were those with suitable data. Intervention and control schools were in same region. Travel mode at baseline differed substantially between intervention and control schools. Baseline primary school car use was 23.9% in intervention schools and 32.0% in control schools.