DfT 2005 Telford Wrekin.

Methods	Design: Controlled before‐after study Duration of follow‐up: from 2 months to 3 years and 5 months post‐intervention (varies between schools, depending on intervention start date)
Participants	Country: United Kingdom Setting: Urban and rural primary schools Intervention group: 8 schools, 1712 baseline responses Control group: 21 schools, 4648 baseline responses Age: primary 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: from 2 months to 3 years and 5 months (varies between schools, depending on intervention start date)
Outcomes	Travel mode: ‐ How pupils normally travel to and from 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	High risk	33% of eligible schools provided adequate data at both baseline and follow‐up: a substantial amount of incomplete outcome data. 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 car use was 52.5% in intervention schools and 44.9% in control schools.