• The Korean Society of Law and Medicine
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• v.19 no.2
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• pp.3-40
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• 2018

Conventionally, there were few cases in which a medical accident became a criminal case in Japan. However, after the serious malpractice such as the Yokohama City University Hospital case, prosecutors came to be less hesitant to prosecute a malpractice. In a medical accident, the attribution of the responsibilities among medical personnel becomes one important element of the proof of negligence. The Supreme Court concluded that, when the attribution of the responsibilities is not established among medical personnel to confirm the identity of the patient like the Yokohama City University Hospital case, all the personnel who were involved bear the responsibilities to identify the patient. For serious cases which requireut most carefulness fortreatment such as the Saitama Medical University Hospital case, not only the chief physician in charge of the case concerned but also the director of the branch at the university hospital bear the responsibilities to confirm the treatment policy of the case. After the acquittal of the Ohno Hospital case, the voice demanding more prudent prosecution of malpractices has become stronger than before. Meanwhile, Ministry of Health, Labour and Welfare introduced Medical Accidents Investigation System for the prevention of medical accident and, has reinforced the third party inspection of medical accidents.

• Safety and Health at Work
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• v.10 no.3
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• pp.305-313
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• 2019

Background: The oil and gas industry is one of the riskiest industries for confined space injuries. This study aimed to understand an overall picture of the causal factors of confined space accidents through analyzing accident reports and the use of a qualitative approach. Methods: Twenty-one fatal occupational accidents were analyzed according to the Human Factors Analysis and Classification System approach. Furthermore, thirty-three semistructured interviews were conducted with employees in different roles to capture their experiences regarding the contributory factors. The content analyses of the interview transcripts were conducted using MAXQDA software. Results: Based on accident reports, the largest proportions of causal factors (77%) were attributed to the organizational and supervisory levels, with the predominant influence of the organizational process. We identified 25 contributory factors in confined space accidents that were causal factors outside of the original Human Factors Analysis and Classification System framework. Therefore, modifications were made to deal with factors outside the organization and newly explored causal factors at the organizational level. External Influences as the fifth level considered contributory factors beyond the organization including Laws, Regulations and Standards, Government Policies, Political Influences, and Economic Status categories. Moreover, Contracting/Contract Management and Emergency Management were two extra categories identified at the organizational level. Conclusions: Preventing confined space accidents requires addressing issues from the organizational to operator level and external influences beyond the organization. The recommended modifications provide a basis for accident investigation and risk analysis, which may be applicable across a broad range of industries and accident types.

• Journal of Auto-vehicle Safety Association
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• v.11 no.3
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• pp.43-47
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• 2019

Developed countries are operating an in-depth database in motor vehicle crashes nationwide. They do not rely solely on the police investigation reports that are responsible for motor vehicle crashes in each country but are developing into a useful database by expanding the categories of data through more indicators addition. In Korea, after implementing comprehensive measures to reduce traffic accident deaths in 2013, the medical centers participated in establishing the actual accident investigation system, which was called as the Korean In-Depth Accident Study (hereinafter KIDAS). This KIDAS database included more in-depth indicators as the types of accidents, types of vehicles, the injury severity, adequacy of safety devices, seating position of passengers. Although there are difficulties in establishing an actual accident investigation system including data collection due to various restrictions, if the system can cooperate with each other such as medical centers, insurance companies, police, fire and rescue services, towing companies, and car repair shops in the future, It would be expected to contribute to the development of safer vehicle, treatment system and traffic safety policy that lower the injury severity of occupant in the event of a motor vehicle crashes.

• Journal of Fisheries and Marine Sciences Education
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• v.27 no.5
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• pp.1211-1220
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• 2015

There exists dead zone from the aspects of health equity and health medical equity for maritime personnel. They could not have been benefited from disease prevention and health promotion in comparison with shore personnel due to the restricted medical accessibility caused by long voyage ship operation. Furthermore, the system of health management and medical assistance for maritime personnel is insufficient, the continuous health monitoring system does not exist, nor health diagnosis system, maritime industrial accidents and occupational disease control systems are adequate. The International Maritime Organization and the International Labour Organization recommend their Member Governments to take necessary measures in the management of seafarers' health and diseases through conducting continuous and systematic investigation. Thus, this study intends to propose action strategy and tasks for introducing marine telemedicine system aiming to provide seafarers with health management service for the years to come. The conclusions of this study can be given as follows. First, it is required that a systematic medical service system needs to be provided to promote seafarers' health. Second it is recommended to establish the marine telemedicine system incorporating U-Health technology. Third, it is necessary to revise the relevant laws and regulations to introduce the marine telemedicine system. Fourth, it is also necessary to provide various assistance system at the national level in the furtherance of global marketing of marine telemedicine system.

• Journal of forensic and investigative science
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• v.3 no.1
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• pp.5-24
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• 2008

The necessity for the investigation of death occurred in military services has no differences to the death of civilians. But the death of military service members under the Universal Conscription System in Korea has special considerations because of hard accessibility by the bereaved family and closed environment of the army. The analysis of the death occurred during military service was carried out and the advanced death investigation system to prevent the death was proposed to prevent the declination of fighting spirit and efficiency and also to restore the solid support by the people. The deaths in the period 1995~2006 were 330 persons in 1995, 359 persons in 1996 and were decreased to 135 persons in 2006. The death caused by safety accidents including vehicle accident, drowning, fall were 56% and by military crimes including suicide, arms, homicide were 44%. The numbers of suicides were 108 persons in 1995 and were decreased to 79 persons in 2006. The numbers of suicides were decreased constantly, but the ratio of suicide to death were increased, so the suicide prevention is more important. The autopsy ratio was increased to 51.5% in 2005 and was much higher compared to the ratio for civilians. The main reasons of complaints by the bereaved family were for regaining reputation, death in harness and reinvestigation of death. The proposals for the advanced death investigation system were as follows. The unnatural deaths including the obvious accidental deaths and homicides have to be defined by the rules. The human resources to perform the autopsy can be supported by the forensic pathologists from medical school. The special training and quality assurance programs are needed for the crime scene investigator. To regain the impaired reputation from the suicide and to support the bereaved family has to be discussed by the government.

• Korean Security Journal
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• no.17
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• pp.255-276
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• 2008

The important items, which should be considered in Private Investigation Law, can include subjects, licenses, the scope of business, qualifying examinations, and supervisory and penal provisions. The subjects of Private Investigation Law should be permitted to be both natural persons and juridical persons in terms of providing various services, but should be permitted to be juridical persons and should be administered on a license system, even in order to ensure public interests. Concretely, the introduction scope of Private Investigation Law can be regulated to include the followings: that is, investigating the whereabouts identification of runaways and missing children, investigating the personal identification, habit, way of action, motivation, whereabouts identification, real child confirmation, association, transaction, reputation, and personality of specific persons or specific groups, investigating the whereabouts identification of missing persons, owners of government-vested properties or renounced properties, investigating the whereabouts of lost properties or stolen properties, investigating the causes of fire, character defamation, slander, damage, accident, physical disability, infringement on real estate or movable property, and investigating all sorts of accidents including traffic accidents, insurance accidents, and medical malpractices. In the qualifying examination, examinees' age should be restricted to be over age 25. The person, who is exempted from its primary examination, should be restricted to be the person, who has the career of over 20 years in related fields, in consideration of its equity with other certificates of qualification. In the supervisory institution, as the policy institution is the supervisory institution in many countries including France (the police) and Japan (public security committee), so the National Policy Agency should be the supervisory institution in consideration of management aspects. In the penal regulations, especially, we should clarify the management of personal information (personal information protection, personal information management), and so should prevent the infringement of people's basic rights, and then should ensure the public interest.

• Journal of Auto-vehicle Safety Association
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• v.8 no.3
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• pp.10-15
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• 2016

The purpose of this study is to evaluate the injury mechanism of facial injury related to an air-bag's deployment in occupant motor vehicle accident (MVA) by using Hospital Information System (HIS) and reconstruction program, based on the materials related to motor vehicle accidents. Among patients who visited the emergency department of Wonju Severance Christian Hospital due to motor vehicle accidents from August 2012 to February 2014, we collected data on patients with agreement for taking the damaged vehicle's photos. After obtaining the verbal consent from the patient, we asked about the cause of the accident, information on vehicle involved in the accident, and the location of car repair shop. The photos of the damaged vehicle were taken on the basis of front, rear, left side and right side. Damage to the vehicle was presented using the CDC code by analytical study of photo-images of the damaged vehicle, and a trauma score was used for medical examination of the severity of the patient's injury. Among the 309 patients with agreement for an investigation, thirty five (11.3 %) were the severe who had ISS over 15. And also, sixteen (5.2%) derived from the reconstructed data (maximum collision energy, maximum acceleration, delta V) by PC-Crash. As a result, ISS including the facial injuries was affected by the condition. It was high when the number of crash extent, the safety belt was not fastened, and the seating position of occupant and the direction of collision is same. For accurate analysis of the relationship between occupant injury and vehicle damage in MVAs, build-up of an in-depth database through carrying out various policies for motor vehicle accidents is necessary for sure.

• Journal of Multimedia Information System
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• v.7 no.2
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• pp.147-156
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• 2020

The author Nakajima was involved in the field of disaster communications and emergency medical care as guest research scientist at the Fukushima Nuclear Accident Independent Investigation Commission established by the National Diet of Japan and reviewer of the Commission's report, and Kurokawa was the chairman of this Commission. Looking back over a decade, we are on the liability issue of bureaucrats and telecom operators, so it's becoming clear what was hidden at the time. The battery of NTT DoCoMo's mobile phone repeaters had a capacity of only about 24 hours, and communication failures increased after one day. The Government also failed to issue an announcement of "Vent from reactor" under the Telecommunications Act Article No. 129. This mistake lost the opportunity to use the third-party telecommunications (e.g. taxi radios). Furthermore, as a result of LASCOM (telecommunications satellite network for local governments via GEO) and a variety of unexpected communication failures, the evacuation order "Escape!" could not be notified to the general public well. As a result, the general public was exposed to unnecessary radiation exposure. Such bureaucratic slow action in emergencies is common in the response to the 2020 coronavirus.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.11 no.6
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• pp.2078-2087
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• 2010

This study conducted a chi-square test and a logistic regression analysis by not only using a investigation data of discharged patients with damages from 2004 to 2006, but also using a census and a research data on the actual condition from health care system. The result follows; First, the centralization of medical utilization of operation patients is becoming apparent, centrally the capital area. To improve this, a policy that can not only provide medical centers and sickbed, but also improve the quality of local medical treatments for the localization of medical treatments. Second, propelling localization policy of certain diseases for the localization of medical utilization is needed as the rate of non-residential of operation patients that have diseases of the eye and adnexa, or cancers is high. Third, a localization policy for patients with damages is needed as the rate of treatments in other regions of operation patients with industrial accidents is increasing day by day.

• Archives of Reconstructive Microsurgery
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• v.16 no.2
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• pp.113-118
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• 2007

Purpose: The purpose of this work was to describe the results of treatment for motor vehiclerelated crushing injuries among children and adolescents under sixteen years in Korea. Materials and Methods: A retrospective analysis was conducted of data from children who were under sixteen year and injured foot by motor vehicles. Cases were documented 1) age at the time of injury, 2) injured site, 3) the area of accident, 4) the kind of vehicle, 5) associated injuries, 6) methods of treatment for soft tissue reconstruction and 7) complications. The relationships between the area of accident and associated injuries, and the kind of vehicle and associated injuries were analyzed using Chi-square test and Fisher exact test. Results: There were 97 children who were 15 year and younger. The mean age was 7.4 years, and 65% were boys. The left foot was more dominant side of injury (57%). Seasonal variation was seen with the number of injuries peaking during the summer (43%, p<0.05). Among the vehicles, 78.3% were the large vehicles (bus, truck or van). The where of accident was more frequent at an alley or less than two lanes of traffic. But, the relationships between the place of accident and associated injury or the kind of vehicles and associated injury were not statistically significant. The associated injury were fracture or dislocation (23 cases, 35.9%), injury of tendon (21 cases, 32.8%). There were amputation or disarticulation of foot in 8 cases (8.2%) and post-traumatic deformities such as flatfoot, hindfoot varus or valus deformities by tendon injury in 7 cases (7.2%). Conclusion: More than 50% of crushing or degloving injuries of child's foot by traffic accidents happened in boys between 5 to 9 years old. The associated injury was unrelated with size of vehicles or accident place at the time of accident. But, even though foot injury happened in an alley or one lane by small vehicles, child who hurt feet by car need thorough investigation about associated injury. If a surgeon keep in mind and treat child to associated injury necessarily, can minimize complication. Microsurgical reconstruction for soft tissue defect was prior to other methods.