A cluster randomized trial to improve adolescent bicycling safety

项目总结 骑自行车是儿童受伤的主要原因，而且自行车对儿童伤害的贡献仅次于机动车 儿童伤害比任何其他消费品都要好。提高青少年骑自行车安全性的途径 包括自行车安全教育项目，父母作为孩子影响者也发挥着至关重要的作用 自行车操控和交通安全技能、感知和自我效能。自行车安全教育计划有 数量丰富，但人们对它们在改变行为方面的有效性知之甚少。此群组随机化 对照试验将评估一项基于社区的自行车安全教育计划，该计划包括以下内容： 员工家长培训组件。我们将招募180名早期青少年自行车手(9至12岁)和一名 来自当地社区中心的家长/监护人放学后和暑期计划，我们有 进行了初步研究。将在现场一级随机分成三个研究组。 所有研究小组地点的青少年自行车都将配备Pedal门户，这是一种创新的自行车安装方式 由我们的研究团队开发的GPS/视频系统，用于客观观察骑自行车的风险暴露和 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(小时数、行驶里程、 路线)以及与安全相关的事件的类型和比率(接近撞车、撞车)以及与安全相关的事件 行为(例如，遵守交通规则，在十字路口扫描交通)。这将是第一个随机试验 应用GPS和视频技术评价青少年自行车安全干预效果 改变行为。对照组不接受任何自行车安全教育节目。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 在第二个干预组(Bike Club Plus)将接受12小时自行车的增强版 安全教育计划，将包括关于骑自行车安全最佳实践的家长培训课程，儿童 与骑自行车有关的发展，在家中练习的策略，以及对青少年的反馈 自行车表演。我们的主要假设是，接受自行车安全干预的青少年 将具有更高的安全行为(例如，头盔使用、危险识别)、减少错误(例如，骑在 交通、转向/摇摆)，以及与对照组相比更多的知识、感知和自我效能感 而父母接受父母培训的青少年将在 研究结果比那些父母没有接受培训的人更多。如果成功，从这里开始的方法 这项研究可以广泛实施，以提高青少年骑自行车的安全性。

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.