• Journal of the Korean Society of Clothing and Textiles
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• v.34 no.12
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• pp.2051-2061
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• 2010

Extreme sports refers to sports activities with a high level of inherent danger, such as extreme skiing, snow-boarding, mountain biking, motocross bicycling, aggressive in-line skating, wake-boarding, and paragliding. This study investigates the characteristics of extreme sports participants as group identities through an examination of the differences between extreme sports participants and traditional sports groups in lifestyle and sportswear benefits sought. We composed a total 108-item lifestyle profiles characterized by six lifestyle dimensions (dress, diet, home, recreation, consumption, and sense of values); in addition, we developed 32 items for sportswear benefits sought. The surveys targeted 422 sports participants living in Korea (216 men and 206 women, aged 15-23): 119 extreme sports participants and 303 traditional sports participants. All items were evaluated on a 5-point Likert scale, and SPSS 17.0. was used for data analysis. Exploratory factor analysis was conducted to confirm the substructure of each lifestyle dimension and sportswear benefits sought. The results of the factor analysis on each lifestyle dimension are as follows: 5 factors in dress dimension, 4 in diet, 3 in home, 6 in recreation, 5 in consumption, and 6 in sense of values. Six factors of sportswear benefit sought were identified. A t-test revealed that there were significant differences between the two groups in lifestyle dimensions and sportswear benefits sought. This study reveals that the lifestyle characteristics of extreme sports participants are more likely than traditional sports group to be more self-expressive, more distinctive, more fashion-oriented, more conspicuous, and more brand-oriented, while preferring more active sports, more dynamic leisure, and a more sensible life. Another finding is that extreme sports participants seek the distinctive, conspicuous, and latest sportswear benefits.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.9 no.5
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• pp.59-66
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• 2010

Korea have experienced a very rapid increase in police-reported collisions between bicycle and motor vehicles over the past decade. Even though cycling accidents are increasing, efforts to make urban areas more accomodating to cyclists are seldom formed. Clearance intervals(including both the yellow change and all-red clearance intervals) at signalized intersections that are of inadequate lengths for bicycles may cause accidents. Data on bicycling speed, acceleration and deceleration were tested and analyzed on the flat. Using the results of the analysis and based on the AASHTO's equation of the bicycle clearance interval, a methodology is got for calculation safe clearance intervals for bicycle riders. The clearance interval call for bicycles will be larger or same than for vehicles because of the speed, acceleration and deceleration difference. Adequate bicycle speed, acceleration and deceleration for korean bicycle users is presented in this paper. It is hoped that traffic engineers to provide safe intersection clearance time for bicycles use the results of this paper.

• International Journal of Highway Engineering
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• v.14 no.2
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• pp.73-81
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• 2012

The bicycle is an environment-friendly transport mode leading to a more sustainable transportation system. To innovatively increase the use of bicycle as a significant transport mode, bicycling-friendly roadway environment should be provided. From this perspective, the scientific and effective assessment of roadway environment in term of the bicyclist perception for safety and comfortability is of keen interest. This study develops a methodology for evaluation cycling environment using probe bicycles. A global positioning system(GPS) based speedometer was used to collect bicycle speed data. Cycling comfortability index(CCI) was derived for the purpose of evaluating cycling environment. The proposed CCI can be effectively used as an assessment tool in the field of bicycle transportation.

• Journal of Community Nutrition
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• v.6 no.3
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• pp.125-130
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• 2004

The purpose of this study is to investigate the relative influence of diet and physical activity on obesity. The subjects were 155 adults aged 35-52 years from 24 neighborhood committees in 4 urban districts of Beijing (male : 78, female : 77). They were divided into normal weight, overweight and obese groups according to their BMI. The general information of the subjects was collected by interview-administered questionnaire. Dietary intake was obtained by three-day(two weekdays and one weekend day) food weighted method, physical activity was assessed by a validated combination of data obtained from activity monitors, bicycling information and activity records. There were no significant differences of age, gender, height, educational, family economic level, smoking and drinking between different groups. The proportion of flour intake was higher in obese group compared to normal weight and overweight groups, and that of vegetables is lower in obese group. The physical activity (PAL) was not significantly different between two groups of the normal, overweight and obese groups. After the adjustment for confounding factors using logistic regression model, we found that the proportion of flour intake was positively associated with obesity, while the proportion of vegetable intake was inversely associated with obesity. It is concluded that dietary patterns were associated with obesity and diets composed of more vegetables and less staple combined with physical activities could contribute to obesity prevention.

• Journal of Korean Physical Therapy Science
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• v.2 no.4
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• pp.817-822
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• 1995

Even though back pain therapy has greatly improved as spinal bio-mechanics is introduced, many patients still have difficulties due to low back pain. At the initial therapeutic stage, the aim of rehabilitation therapy for low back pain is pain control, but, at the later therapeutic stage, the prime aims are to reduce the late complication and to prevent the recurrence of low back pain. Accurate diagnosis should be a first step before any therapy is planned. Thus, accurate physical, neurologic, E.M.G. and radiologic tests are required to give prescription for therapeutic exercise to the patients. In addition to this, the roles of theraphists and therapeutic exercise should be re-evaluated after the therapeutic exercise is performed. Fist of all, the most important things are to educate the patients to understand the low back pain and to let the patients join the therapeutical planning. 1. Bed rest and muscle relaxing exercise for releasing the muscle tention are required for the treatment of acute low back pain. An active exercise is recommended rather than a passive exercise. If the therapeutic exercise depravate the low back pain, the exercise should be immediately terminated and the therapeutical exercise should be replanned. 2. For the treatment of the chronic back pain, stretching exercise and para-spinal muscle strengthening exercise should be performed steadily and actively to prevent the recurrence of low back pain and the low back injury due to minor damage. The patients should be educated to do proper exercise and to maintain good posture in everyday life. 3. As the low back pain is released and the body function is recovered, control of whole body function is necessary. Swiming, bicycling and walking for $30\sim40$ minutes a day and $3\sim4$ days a week are recommended. Other exercise could be recommended depending on the patients condition.

• Journal of Trauma and Injury
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• v.34 no.3
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• pp.147-154
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• 2021

Purpose: We analyzed the characteristics and outcomes of patients with bicycle-related injuries at a regional trauma center in northern Gyeonggi Province as a first step toward the development of improved prevention measures and treatments. Methods: The records of 239 patients who were injured in different types of bicycle-related accidents and transported to a single regional trauma center between January 2017 and December 2018 were examined. This retrospective single-center study used data from the Korea Trauma Database. Results: In total, 239 patients experienced bicycle-related accidents, most of whom were males (204, 85.4%), and 46.9% of the accidents were on roads for automobiles. Forty patients (16.7%) had an Injury Severity Score (ISS) of 16 or more. There were 125 patients (52.3%) with head/neck/face injuries, 97 patients (40.6%) with injuries to the extremities, 59 patients (24.7%) with chest injuries, and 21 patients (8.8%) with abdominal injuries. Patients who had head/neck/face injuries and an Abbreviated Injury Score (AIS) ≥3 were more likely to experience severe trauma (ISS ≥16). In addition, only 13 of 125 patients (10.4%) with head/neck/face injuries were wearing helmets, and patients with injuries in this region who were not wearing helmets had a 3.9-fold increased odds ratio of severe injury (AIS ≥2). Conclusions: We suggest that comprehensive accident prevention measures, including safety training and expansion of safety facilities, should be implemented at the governmental level, and that helmet wearing should be more strictly enforced to prevent injuries to the head, neck, and face.

• Physical Therapy Korea
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• v.29 no.4
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• pp.262-268
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• 2022

Background: Virtual reality (VR) programs based on motion capture camera are the most convenient and cost-effective approaches for remote rehabilitation. Assessment of physical function is critical for providing optimal VR rehabilitation training; however, direct muscle strength measurement using camera-based kinematic data is impracticable. Therefore, it is necessary to develop a method to indirectly estimate the muscle strength of users from the value obtained using a motion capture camera. Objects: The purpose of this study was to determine whether the pedaling speed converted using the VR engine from the captured foot position data in the VR environment can be used as an indirect way to evaluate knee muscle strength, and to investigate the validity and reliability of a camera-based VR program. Methods: Thirty healthy adults were included in this study. Each subject performed a 15-second maximum pedaling test in the VR and built-in speedometer modes. In the VR speedometer mode, a motion capture camera was used to detect the position of the ankle joints and automatically calculate the pedaling speed. An isokinetic dynamometer was used to assess the isometric and isokinetic peak torques of knee flexion and extension. Results: The pedaling speeds in VR and built-in speedometer modes revealed a significantly high positive correlation (r = 0.922). In addition, the intra-rater reliability of the pedaling speed in the VR speedometer mode was good (ICC [intraclass correlation coefficient] = 0.685). The results of the Pearson correlation analysis revealed a significant moderate positive correlation between the pedaling speed of the VR speedometer and the peak torque of knee isokinetic flexion (r = 0.639) and extension (r = 0.598). Conclusion: This study suggests the potential benefits of measuring the maximum pedaling speed using 3D depth camera in a VR environment as an indirect assessment of muscle strength. However, technological improvements must be followed to obtain more accurate estimation of muscle strength from the VR cycling test.

• Journal of Digital Convergence
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• v.16 no.4
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• pp.299-306
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• 2018

This study is to measure traveling experience of bike riders whom going long distance trip. Bike paths and bike riding are crucial element for modern people's life style. At the same time, a bicycle trail is being developed by the National Bicycled-Oriented Chair Plan, which was established in 2009 by the National Bike Policy Master Plan. 13 million bike riders in Korea is keep on trying the long distance bike trip and its number is increasing every year. Accordingly, the Ministry of Public Administration and Security decides to promote the convenience of riders by developing bicycle app for long distance rider. The study attempted to assess usability of this app with 39 bike applications whom currently using the bike application. Afterwards, the researchers tests 11 hypotheses through in-depth interviews of six activated members. In sum, Bicycle travelers should be provided with bike trail guidance based on theme section skill, provided in-time speed distance related information, communicated with other bike riders, given tips for bike supplies and maintenance, and provided English language service. The study hopes to help find a customized service for bike travelers.

• Korean Journal of Health Education and Promotion
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• v.19 no.1
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• pp.87-107
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• 2002

Recently, the industrialized world is suffering from accidents referring from the lack of safety consciousness. According to Korean Safety Regulation Department(1996), students at junior high schools are mostly involved in safety accidents, and this is due to lack of safety consciousness. To prevent these accidents, we need to have safety consciousness and attitude. To make junior high school students who are mostly affected in these accidents act safely, they need to know their level of safety consciousness. The purpose of this study is to develop a guideline of measuring the scale of safety consciousness and analyze the relationship between safety education, accident experiences and safety consciousness. This study is based on a survey of 708 junior high students in Seoul, which was carried out from 12 November, 2001 to 21 November, 2001. 1. The main fields of safety consciousness are home safety, school safety, fire safety, emergency management based on documents. Home safety is again divided into facility safety and livelihood safety, school safety is divided into facility safety, livelihood safety and laboratory safety, traffic safety is divided into pedestrian safety, bicycling safety and public transportation safety, fire safety divided into prevention and escaping during fire breakouts, emergency management safety is divided into general principles and escaping during emergency situations. 2. The primary safety consciousness scale was made according to every field of safety consciousness. A preliminary examination based on the scale and a study of reliance and the factors was held. Based on these results, 27 questions which were concerned to be impairing reliability or lacking in factor were deleted on the secondary safety consciousness scale development The secondary safety consciousness scale which constituted of 73 questions was put into another preliminary study and after analyzing reliability and the factors, 12 questions of low reliabilities were deleted and with these results, the third scale were made consisting of 61 questions. 3. A study based on the third safety scale which is made of 61 questions, were held and with a analysis of the reliability and factors made, the relationship between safety education, accident experience and safety mind were examined. (1) The study of reliability and factors show that Cronbach's coefficient in home safety fields is .7598, in school safety .7924, in traffic safety .8306, in emergency treatment .7775, in fire safety .7247. The questions indicating low reliability were deleted. The factor analysis revealed that home safety is converged on facility safety and livelihood safety. But one question was deleted because it showed incongruence of validity. School safety was converged on facility safety, livelihood safety and laboratory safety. But 2 questions showed incongruence of validity and these were deleted. Traffic safety fields were converged on pedestrian safety, bicycle safety and public transportation safety. One question showing incongruence of validity was deleted. Emergency treatment fields converged on general principles and acting in emergency situations and three questions showing incongruence of validity were deleted. Fire safety was converged on prevention and acting in fire breakouts. Totally, eight questions were removed and the final scale were consisted of 53 questions (2) The 3/sup rd/ grade students scored higher average safety mind scales than 1st graders(p〈.05). And students who had high scores at school tend to have a higher scale than those who do not(p〈.001). (3) Average scale of students who had experience in safety education were higher(p〈.001). Students who had previously been involved in home safety accidents had a low score(p〈.001). This was same to students with experience in school safety accidents(p〈.001). Students with traffic safety accidents and fire safety accidents tend to have a lower scale too(p〈.05, p〈.001).