• Fashion & Textile Research Journal
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• v.14 no.1
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• pp.100-108
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• 2012

Traffic police officers are faced with many dangerous accidents due to outside duties on roads. Yet, researches on traffic officers' uniforms have mainly been focused on design aspects rather than functional aspects. This study therefore aims to figure out traffic officers' perceived needs for their uniforms and to offer some basic guidelines in manufacturing versatile safety vests for wearers. The study used a documentary survey replied by 236 traffic officers. The results of the study are as follows: 1. There are 10 different types of vests currently used by traffic officers. Vests are employed for purposes such as carrying police equipments, enabling officers to be noticeable in dark, protecting the body, etc. 2. Officers wear these vests which were officially designated by law. Among them, fluorescence versatile safety vests were most frequently worn by officers. 3. Officers who wore ready-made vests of which size was already determined, tended to perceive that the vests were relatively larger than their own size. 4. In terms of the functions of the vests, officers expressed needs for the improvement of the LED and retro-reflection tape along with the addition of thermal function to existing vests. The improvement of the form and functions of versatile safety vests which reflect needs of the users will boost the dignity and the sense of duty of the traffic police officers.

• Korean Security Journal
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• no.15
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• pp.265-283
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• 2008

Modern society often faces 3Cs：change, competition, and customer. The main issue of today's police science study, therefore, circles around how public police effectively cope with the radically changed environment. As one of the workable and appealing policy tools to reform the police, the privatization has been not only strongly supported in terms of a theoretical study, but also widely used in practice all over the world. However, Policing has been widely regarded as an exclusively public-sector activity conducted by sworn officer, but a large and increasing share of the aggregate demand for public safety and security is being handled by the private sector. This study examines on the very practical one, how contracting out, most widely used as the privatization alternatives, is perceived and put into practiced in the field of traffic police services. This study is intended to examine recent shifts toward privatization of traffic policing. Although some people regard police services as inappropriate for privatization, most everyone else have persuasively considered that many police services are not public goods or, at least, not pure public goods. We can consider that there are three types of privatization with respect to traffic policing, that is, user-financed police services, contracting out, and some degree of service shedding. As society changes, so must traffic policing. And it is needed to enhance the ability of traffic police and private to accomplish their primary mission, to serve and protect the public.

• Journal of the Society of Disaster Information
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• v.11 no.4
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• pp.556-569
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• 2015

With about 75% of the population of Korea criticizing the government's disaster policy and a failure to respond to large-scale emergency like the Sewol ferry sinking means that there is a deep distrust in the government. In order to prevent dreadful disasters such as the Sewol ferry sinking, it is important to secure a prime time with respect to disaster safety. Improving crisis management skills and managerial role of police officers who are in close proximity to the people is necessary for the success of disaster management. With disaster management as one of the most essential missions of the police, as a part of a national crisis management, a step by step strengthening of the disaster safety management system of the police is necessary, as below. First, at the prevention phase, law enforcement officers were not injected into for profit large-scale assemblies or events, but in the future the involvement, injection should be based on the level of potential risk, rather than profitability. In the past and now, the priortiy was the priority was on traffic flow, traffic communication, however, the paradigm of traffic policy should be changed to a safety-centered policy. To prevent large-scale accidents, police investigators should root out improper routines and illegal construction subcontracting. The police (intelligence) should strengthen efforts to collect intelligence under the subject of "safety". Second, with respect to the preparatory phase, on a survey of police officers, the result showed that 72% of police officers responded that safety management was not related to the job descriptions of the police. This, along with other results, shows that the awareness of disaster safety must be adopted by, or rather changed in the police urgently. The training in disaster safety education should be strengthened. A network of experts (private, administrative, and police) in safety management should be established to take advantage of private resources with regard to crisis situtions. Third, with respect to the response phase, for rapid first responses to occur, a unified communication network should be established, and a real-time video information network should be adopted by the police and installed in the police situation room. Fourth, during the recovery phase, recovery teams should be injected, added and operated to minimize secondary damage.

• The Journal of the Korea Contents Association
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• v.17 no.4
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• pp.395-401
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• 2017

This study has aware of the seriousness of public official. and come up with an effective counterplan about public official. This research is a study on previous research on government and officer crime. And understanding is the status about public official. It proposed ways to solve the problem Drunk driving is illegal to drive a vehicle while drunk act. Drunk driving is likely the potential to cause a traffic accident. As a result, drinking and driving is decreasing since the mid-2000s. The cause of the change is to strengthen social awareness, regulations for drunk driving. and public official was decreased. However, it did not disappear. Cause of drunk driving is wrong, such as dinners and cultural distrust of the deputy driving, drinking after misjudgment on his physical condition. public official is a bigger influence. It is a social problem. Personally great damage to organization. Therefore, this study is an analysis of international practices and domestic best practices. Officials drunk driving drunk driving prevention measures are proposed to strengthen preventive measure, it is proposed the organization of internal control measures, union officials supporting the improvement of company dinner.

• Human Ecology Research
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• v.56 no.4
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• pp.347-360
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• 2018

We surveyed 223 road workers between 2017 July-August about wearing and satisfaction in order to find basic data to develop safety clothing that enhances visibility of motion and comfort while meeting international standards. It was found that most of the current warning clothing owned by road cleaners and about 2/3 of policemen clothes were provided by public institutions. The purpose of wearing, color, properties, satisfaction and protectiveness differed significantly by occupation. Second, the most popular response for the type and quantity of warning clothing was 2 sets of spring/autumn, summer, and winter type for road cleaners, whereas policemen chose 2 sets of all types plus a safety vest. Therefore, a top-level (3rd class) warning clothing study is required. Third, satisfaction ranked Moderate>Good>Poor; in addition, the main reason for satisfaction was that 'retroreflective tape increases safety at night (54.4%)' for road cleaners and 'the fluorescent color stands out (43.7%)' for policemen. Thus, it was accepted that visibility contributed to safety. Fourth, body-protectiveness was evaluated higher compared to wearing satisfaction, and it was recognized more by road cleaners than policemen. Overall satisfaction was higher for road cleaners versus policemen both in Seoul than Incheon. Fifth, the main dissatisfaction in both groups was 'low sweat absorbency' showing improving the air permeability, moisture regain and permeability was the highest priority. Finally, those working 8 hours a day tended to evaluate more positively the 6 properties of the material.

• The Korean Journal of Emergency Medical Services
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• v.13 no.3
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• pp.29-40
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• 2009

Objective : This study is an experimental study which is designed to examine the differences between knowledge and self-confidence before and after theory education(CPR PPT material) based on guidelines of CPR and emergency cardiac treatment of American Heart Association(AHA, 2005) and video self-instruction program for the general public by Korean Association of Cardiopulmonary Resuscitation(KACPR), trace CPR performance ability after CPR and AED education and investigate the accuracy of artificial respiration and chest compression, and know the difference in CPR performance abilities including AED. Methods : Subjects of this study include ground crews and staffs at M airport in G province equipped with emergency equipments for CPR according to Art. 47, Sec. 2 of Emergency Medical Law, airport police, rent-a-cops, security guard, quarantine officer, custom officer, and communication, electricity, civil engineering, facility management staff, airport fire fighting staff, air mechanic, traffic controller, and airport management team among airport facility management staffs. They were given explanation of necessity of research and 147 of 220 subjects who gave consent to this research but 73 who were absent from survey were excluded were used as subjects of this study. of 147 subjects, there were 102 men and 45 women. Results : 1) Knowledge score of CPR was $6.18{\pm}0.87$ before instruction and it was increased to $15.12{\pm}1.78$ after instruction, and there was statistically significant difference. 2) Self-confidence score in CPR was $3.16{\pm}0.96$ before instruction and it was increased to $7.05{\pm}0.75$ after instruction, and there was statistically significant difference. 3) Total average score in CPR performance ability after instruction was 7.46 out of 9, performance ability was highest in confirmation of response as 144(97.95%), follwed by request of help as 140(95.25%) and confirmation of respiration as 135(91.83%), and lowest in performing artificial respiration twice(gross elevation of chest) as 97(65.98%). Accuracy of artificial respiration(%) was $28.60{\pm}16.88$ and that of chest compression(%) was $73.10{\pm}22.16$. 4) Performance ability of AED after instruction showed proper performance in power on by 141(95.91%) and attaching pad by 135(91.83%), hand-off for analyzing rhythm showed 'accuracy' in 115(78.23%) and 'non-performance' in 32(21.77%), delivery of shock and hand-off confirmation showed 'accuracy' in 109(74.14%) and 'inaccuracy' in 38(25.86%), and beginning chest compression immediately after AED was done by 105(71.42%).

• Journal of the Society of Disaster Information
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• v.16 no.4
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• pp.650-657
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• 2020

Purpose: In this study, the effectiveness of pilot project of PLSP (Priority Lane and Signal Preference) system, which was operated in Cheongju City, was analyzed. Method: The priority signal was operated by a police officer switching to a blue signal when approaching a fire truck through CCTV, and the priority lane of emergency vehicles was displayed on the road to enable preferential traffic. VISSIM simulation analysis was performed for the 1.2km section (3.8km) of the pilot project section and vehicle data was analyzed for some of the test operation sections. Result: Simulation analysis shows that the moving speed of the emergency vehicle can be increased by 42 km/h with the introduction of PLSP, which can be increased by approximately twice the speed. Travel time was reduced by about 3 minutes, and considerable improvements of 69% compared to cities that are not operating was analyzed. The pilot operation of Cheongju City showed a time-shortening effect of about two minutes on average, with the average time reaching 4 minutes and 14 seconds in the first period and the average time reaching 5 minutes and 40 seconds in the second period. Conclusion: The system has been shown to be effective in minimizing time-to-site arrival of emergency vehicles.