A cluster randomized trial to improve adolescent bicycling safety

项目摘要 骑自行车是儿童受伤的主要原因，仅次于机动车，自行车造成的伤害更多。 儿童伤害比任何其他消费品。提高青少年骑自行车安全性的方法 包括自行车安全教育计划，而父母作为影响孩子 自行车操作和交通安全技能，感知和自我效能。自行车安全教育项目 大量的，但很少有人知道他们在行为改变方面的有效性。该集群随机化 对照试验将评估一个以社区为基础的自行车安全教育计划， 家长培训部分。我们将招募180名青少年骑自行车者（9至12岁）和一名 家长/监护人从当地社区中心放学后和暑期课程，在那里我们有 进行了初步研究。将在研究中心水平随机分配至三个研究组。 所有研究小组中心的青少年自行车都将配备Pedal Portal，一种创新的自行车安装 我们的研究团队开发的GPS/视频系统，以客观地观察骑自行车的风险暴露， 骑自行车时的行为。系统数据将被编码以测量骑自行车的暴露（小时，行驶英里， 路线）和安全相关事件（接近碰撞、碰撞）的类型和比率，以及安全相关 行为（例如，遵守交通规则、扫描交叉路口的交通）。这将是第一个随机试验 使用GPS和视频技术来评估青少年自行车安全干预的有效性， 改变行为对照组不接受任何自行车安全教育计划。参与者 在第一个干预组（自行车俱乐部）将接受12小时的自行车安全教育计划。参与者 第二个干预组（Bike Club Plus）将获得12小时自行车的增强版 安全教育计划，其中将包括家长培训班骑自行车安全的最佳做法，儿童 发展，因为它涉及到骑自行车，战略实践在家里，并反馈他们的青少年的 自行车性能我们的主要假设是，接受自行车安全干预的青少年 将具有增加的安全行为（例如，头盔使用，危险识别），减少的错误（例如，骑在 与对照组相比， 父母接受父母培训的青少年在以下方面会有更大的改善： 研究结果比那些父母没有接受培训。如果成功的话， 研究可以广泛实施，以提高青少年骑自行车的安全。

PROJECT SUMMARY Bicycling is a leading cause of childhood injuries and, second to motor vehicles, bicycles contribute to more childhood injuries than any other consumer product. Approaches to increasing bicycling safety among youth include bicycle safety education programs and parents also play a vital role as influencers of their child's bicycle handling and traffic safety skills, perceptions, and self-efficacy. Bicycle safety education programs are abundant, but little is known about their effectiveness in terms of behavior change. This cluster randomized controlled trial will evaluate a community-based bicycle safety education program with and without an in- person parent training component. We will recruit 180 early adolescent bicyclists (ages 9 to 12) and a parent/guardian from local neighborhood centers after school and summer programs, where we have conducted preliminary studies. Randomization into the three study groups will occur at the site-level. Adolescent bicycles in all study group sites will be equipped with Pedal Portal, an innovative bicycle-mounted GPS/video system developed by our research team to objectively observe bicycling risk exposure and behaviors while bicycling. System data will be coded to measure bicycling exposure (hours, miles traveled, routes) and the types and rates of safety-relevant events (near crashes, crashes), and safety-relevant behaviors (e.g., following traffic rules, scanning for traffic at intersections). This will be the first randomized trial to use GPS and video technology to evaluate the effectiveness of a youth bicycle safety intervention in changing behavior. The control group will not receive any bicycle safety education programming. Participants in the first intervention group (Bike Club) will receive a 12-hour bicycle safety education program. Participants in the second intervention group (Bike Club Plus) will receive an enhanced version of the 12-hour bicycle safety education program which will include a parent training session on bicycling safety best practices, child development as it relates to bicycling, strategies for practice at home, and feedback on their adolescent's bicycling performance. Our main hypotheses are that adolescents who receive the bicycle safety intervention will have increased safety behaviors (e.g., helmet use, hazard recognition), reduced errors (e.g., riding against traffic, swerving/wobbling), and increased knowledge, perceptions, and self-efficacy compared to the control group; and adolescents whose parent receives the parent training will have even greater improvements in study outcomes than those whose parents do not receive the training. If successful, approaches from this study could be widely implemented to improve adolescent bicycling safety.