• Journal of Navigation and Port Research
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• v.33 no.2
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• pp.111-117
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• 2009

On May 12th, 2007 a merchant vessel of Golden Rose (South Korea) sank into near 38 mile from Yentai in China after the vessel collided with a container vessel of Jinsung (China), leaving all 16 sailors, including seven South Koreans, missing. According to the official report. The Chinese vessel, authorities, and South Korean government did not coordination q rescue and salvage for the sailors and vessel properly as follows: 1) The Chinese vessel left the scene without rescue and salvage of the sailors, 2) Chinese authorities failed to comply with law of the sea that required them to report the collision to South Korea immediately after confirming the accident, and 3) The South Korean government is also being criticized for its slow response to the incident since the government did not set up a response team until 21 hours after the incident. In order to reduce this number of sailor missing in future incidents, this research is studied regarding assembling conferences, assigning SRR in ASEAN+3, simplicity to enter other territory waters and cooperative training and education for the SAR.

• Proceedings of KOSOMES biannual meeting
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• 2017.11a
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• pp.106-106
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• 2017

• Journal of Advanced Marine Engineering and Technology
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• v.37 no.8
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• pp.969-976
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• 2013

This study suggests the improvement of ROK Navy salvage and rescue diving system. ROK Navy system experiences characteristic restrictions for the environmental loading. These restrictions are known to deteriorate the efficiency of Navy salvage and rescue diving activity. In this study, the measurements were suggested to improve the efficiency. To achieve the goal, a comprehensive analysis is conducted using the published data including those of USN, NOAA and IANTD. Based on the analysis, suggestions were made. The technical diving techniques may be introduced to improve current ROK Navy diving system in limited areas. By adopting that technique, decompression procedures and underwater operation can be improved.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.4
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• pp.409-420
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• 2015

In this study, I researched, analysed and compared the examples of civilian maritime search and rescue auxiliaries of world leading countries' such as Japan and America, and the Korean volunteer fire fighting team. Through this, I suggest that the decentralized civilian maritime search and rescue forces of Maritime Rescue and Salvage Association and KCG Civilian Auxiliary should be united into unified search and rescue system and establish legal basis for stabilized support and development. It seem that we should organize laws and regulations for the government to have centralized control of rescue mission as in the cases of America and Canada and elivate rescue mission capability with systemized education and training entrusted to specialized external training organization. I proposed to establish financial support such as fund for the stabilized status of civilian auxiliary, domestic and overseas training session for the civilian auxiliary to inspire integrity and sense of duty as a part of maritime search and rescue forces.

• Journal of Korea Multimedia Society
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• v.18 no.12
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• pp.1427-1431
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• 2015

In the salvage area, the location of the incident vessel and diver to rescue the victim are very important. But there are no ways but to rely on the GPS satellites to obtain the location in the salvage sites. Because the positioning using GPS satellites has a measurement error of up to 50 meters caused by the status of the atmosphere, a new positioning method with more accuracy should be devised. So if studies on measuring the position of the ships and divers accurately in the sea are performed, it will be helpful in the field of the salvage positioning. In this paper, a high precision positioning system in salvage using DGPS signal through mobile broadcasting is proposed with positioning error of up to 1 meter.

• Journal of Legislation Research
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• no.53
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• pp.491-524
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• 2017

Under the general maritime law, a life salvor has no claim against the person saved, and a pure life salvor has no right to compensation from the owner of the ship or its cargo. This harsh rule, which treats the salvor of life less generously than the salvor of property, has been modified by international conventions, statutes, so that life salvors may expect a reward in most cases. It is, especially, unreasonable that a prerequisite of a salvage award is that at least some of the property must be saved, because life of a person can not be compared to values of goods such as vessels and cargoes. Also it is not understandable that only pure life salvors can not expect a reward for the saving of life from the owners of the property. In the meantime, according to Article 39 of the Korean Maritime Search and Rescue Act (hereunder, KMSARA), any person who has gave assistance and rescued in accordance with a governmental officer's order may get a compensation for their time and labour. The above mentioned compensation which is stemmed from the KMSARA may play a role as a compliment for the lack of enough compensation to a life salvor. This means that even though a life salvor failed to save property, he may expect a minimum compensation from the KMSARA. However, it should be recognized that when a life salvor is entitled to both remuneration for the salvage of life and recourse of expenditures from the KMSARA, the total remuneration shall be paid only if and to the extent that such remuneration is greater than any reward recoverable by the salvor under the Korean Commercial Code and the KMSARA.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.4
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• pp.336-344
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• 2012

It is very important to salvage the vessel and seafarer rapidly and efficiently when maritime accident occurred, as maritime accident has a bad effect on vessel, seafarer and shipping industry as well as the whole community itself. Especially, marine salvage in relation to the accident involving huge marine pollution and loss of life will be regarded as a more important process because the accident would result more severe damages. However, domestic marine salvage forces are weaker than other country's, and private marine salvage company has poor technical and commercial base even though the Korea Coast Guard and Navy have relatively more modernized equipments and squad. Thus, it is very important to promote marine salvage operation capacity because it is related with the national security as well as the national economy. In this regard, this study examines the promoting method of marine salvage including its public and private section from the perspectives of law and systemic revision.

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2011.10a
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• pp.49-49
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• 2011

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.2
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• pp.149-155
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• 2020

Since marine accidents cause large-scale damage to human lives and the marine environment, prompt response measures are crucial including salvage operations for ships and cargoes along with lifesaving operations. In Korea, marine salvage operations are mainly dependent on global salvage companies in case of large-scale marine accidents due to lack of national capacity for marine salvage. The purpose of this study was to suggest public measures for the promotion of the private salvage industry by identifying the current situation and problems in the domestic marine salvage industry. As a result of the study, the measures of setting up a dedicated agency to support the domestic salvage industry and the function of the dedicated agency were identified and presented. In addition, the main points of the bill of "Law on the Promotion of the Domestic Salvage Industry" were presented to support and promote the salvage industry. To prepare the draft bill of law, relevant domestic laws and international conventions were examined to define the terms and regulations. Based on the legislation enacted as a result of this study, relevant ministries should focus on the legislative process. Legislation can be pursued by competent ministries in cooperation with the private sector and academia. It is expected that this study will help in the development of the domestic marine salvage industry and enhance the national response capacity for marine accidents in Korea.

• Archives of Plastic Surgery
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• v.49 no.5
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• pp.696-700
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• 2022

We performed distal bypass and free flap transfer in a single-stage operation to repair an extensive soft tissue defect in an ischemic foot of an 84-year-old woman. The nutrient artery of the free flap was anastomosed to the bypass graft in an end-to-side manner. Subsequently, the bypass graft became occluded on several occasions. Although intravascular and surgical interventions were performed each time, the bypass graft eventually became completely occluded. However, despite late occlusion of the nutrient artery, the free flap has remained viable and the patient is ambulatory. The time required for a transplanted free flap to become completely viable without a nutrient artery is likely longer for an ischemic foot compared with a healthy foot. However, the exact period of time required is not known. A period of month was required in our patient. We report this case to help clarify the process by which a free flap becomes viable when applied to an ischemic foot.