Using hierarchical regressions we find that low birth weight, age of pulling oneself to a standing position and walking with help are negative predictors of early gross motor skills (B=−.07,−.07, −.02 respectively). Being Black, is a positive predictor of gross motor skills (.03). These variables with controls account for 70% of the variance in gross motor skills. For early mental skills, being Black and household income is associated with a .02 positive increase and age walking with help (.06) was also positive. Being Asian (-02), low birth weight (-.04), and ever breastfeed (-.02), are negative predictors. Similar levels of variance are accounted for (.70) with children's age being the largest predictor of both gross motor and mental skills (.82, .84, respectively) . Though the effects are small, there is some indication that early motor and mental skills may be related to early breastfeeding and physical motor skills. Automobile-oriented urban design is linked with increasingly sedentary lifestyles, which are associated with an array of chronic diseases as people age. Yet little work has occurred on the relationships among built environment features and active transport and other physical activity (PA) forms among older adults. 709 adults ages 66 yrs and above living in Seattle or Baltimore regions were recruited from GIS-enumerated neighborhoods identified as high or low affluent and high or low 'walkable' based on land use mix, street connectivity, and other features. Variables included reported active transport (walking/bicycling for errands), general PA (via accelerometry and self-report), and reported BMI and mobility impairments. Persons in less affluent neighborhoods reported generally less PA and higher BMI. After controlling for individual and neighborhood-level sociodemographic and regional factors, walkability was positively associated with active transport (p< .0001), total PA (p= .036), leisure walking/cycling/jogging (p < .008), accelerometry-derived minutes/day of moderate or vigorous PA (p=.056), and lower BMI (p= .02). A significant walkability-mobility impairment interaction was observed for active transport only; as mobility increased, differences in minutes/week of active transport among those living in low vs. high walkable neighborhoods increased (p=.001). Persons in the lowest mobility tertile living in high walkable neighborhoods had active transport levels comparable to persons in the two higher mobility tertiles but living in less walkable neighborhoods (means=35 mins/wk vs. 27 mins/wk, respectively, p>.13). Results suggest the potential importance of environmental features in facilitating active transport and other healthful patterns among older adults across mobility levels, with potential benefits related to both health and independence as people age. Objective: The project's aim was to analyze built environment and parental perception factors that influence youth travel mode to school. Methods: Data from a sample of Atlanta youth ages 5-18 was used along with objective measures of urban form surrounding home and school and along the route from home to school. The large sample size (n=5890 trips) allowed stratified analysis by age group (5-10, 11-15, 16-18) and distance to school (0-1.5 miles, 1.5-3 miles, over 3 miles), while controlling for sociodemographic factors known to influence travel. Results: Using a nested logit model of travel mode choice, we observed more sidewalks, higher residential densities and interconnected street networks along the route to school and higher parental perception of neighborhood school quality were positive, significant (p<=.05) predictors of higher probabilities of walking to school for shorter distances (0-1.5 miles) and younger children (ages 5-10). Further analysis indicates small marginal changes can substantially improve probabilities of selecting walking -the probability of walking after the increase in sidewalk coverage to 60th percentile is 118.44% of the probability of walking at median sidewalk coverage. However, it also appeared that the influence of urban form can be overwhelmed if other factors (parental perceptions of school quality, traffic safety and crime, or even other urban form characteristics) are not supportive. Land use mix, a consistently significant predictor of adult travel behavior, was consistently not associated with youth school trips. Discussion: Travel mode may be predetermined by parents or constrained by other circumstances, and it may only be under certain circumstances -youth located in communities safe from crime and traffic that are close to school -where urban form may influence travel mode. There are indications that school quality may have an indirect impact on physical activity through its impact on neighborhood school choice. Objective: To apply an analysis of urban form and physical activity relationships to a land use planning tool in King County WA (Seattle region). Method: Regional travel survey data was used to measure active transportation (number and miles of bicycle or walk trips) in King County (n=2699 households); objectively measured data from the Neighborhood Quality of Life Study (NQLS, n=1200 households) was used to measure daily minutes of moderate and vigorous physical activity (PA). Urban form was measured at the 1 km network buffer level around each household using GIS parcel data. A multiple regression model which controlled for sociodemographic factors was used to estimate coefficients, which were subsequently incorporated into I-PLACE3S, a sketch planning tool developed by the California Energy Commission. All statistically significant variables (p<=.05) were integrated into I-PLACE3S; urban form variables of particular policy relevance that did not attain p<=.05 were included in the final models for incorporation into I-PLACE3S if they were logically signed. Results: Residential density, retail density, and presence of a park within the buffer were significantly related (p<=.05) to PA. Intersection density approached but did not attain statistical significance on PA, and was left in the model for incorporation into I-PLACE3S. Of the urban form variables, intersection density had the strongest association to active transportation trips and miles (β=.022 and β=.023, respectively; p<.01). Retail density was also significantly related to active transportation trips and miles (β=1.876 and β=2.888, respectively; p<.01). The number of retail/food-related parcels significantly increased the number of nonmotorized trips, but did not significantly change number of miles. In addition to economic factors, globalization has an impact on cultural, social, and psychological aspects of functioning. These changes require adaptation and are often a source of stress. The current study assessed the stress experienced due to globalization. Undergraduate participants from St. Xavier's College in Mumbai, India (N=56; Mean Age=19 years; 3 Men; 50% Christian & 28% Hindu) reported on the impact of globalization on their lives and on the culture and the society where they lived. Two independent raters identified common themes and three additional independent raters reviewed the themes for overlapping content and modified the themes listed until they had consensus among them on 32 themes that described the experience of globalization. Antenatal care (ANC) has been recognised as a way to improve health outcomes for pregnant women and their babies. Only 29% of pregnant women receive the recommended four antenatal visits in Nepal and reasons for such low utilisation of ANC are poorly understood. The main aims of this paper are to explore the mother-in-law's role in ANC uptake and decision-making about using ANC services in Nepal.