• Journal of Fisheries and Marine Sciences Education
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• v.28 no.1
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• pp.34-46
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• 2016

This study analyzes inspection results of ships by Port State Control. Particularly, this research focuses on a detention trend of vessels that registered to Korean Register of Shipping. In order to conduct this research, we have searched 170 ships that got a detention with a Code-30 within recent 46 months period. The deficiencies of the detentions are inspected by ship types, ship years, flags, ports inspected, and criteria. Moreover, we categorized the deficiencies for the detentions into 17 types for internal and external inspections. As the results of the comparison study, bulk and general cargo carriers dominate the portion of detentions by almost 66 percent. Self-induced detention due to a lack of preparation by crews and company support are the main reasons of repeated detentions from the same type ships. Ships between six and ten years old show the lowest detention rate by 4 percent whereas ships less than five years old generate the highest detention rate by 22 percent. The main categories of the detentions from ships less than 5 years old are a lack of documentation and certification, and the clues support our opinion that owners and crews may neglect to prepare the inspections because their strong confidence for the ship condition due to young ship age. As a result of a great effort of Korean government and shipping companies to reduce a detention rate, the detention rate has been recently reduced to 0.3 percent. The results also require companies with the flag of convenience ships to spend more effort to reduce the detention rate, too. We expect that using social networking service by Korea Register will lower the detention rate by sharing relevant information real-time to ships and owners.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.16 no.1
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• pp.181-191
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• 2013

The design process of ecological and environmental detention system located in the housing district of Sinjeong 3-jigu in Seoul are as follows. At stage one, a new dispersal detention was created in the neighborhood park located near the originally planned detention. From this, the amount of storage of this dispersal detention system was enlarged from $28,337m^3/d$, the initial storage amount, to $33,606m^3/d$ as the post storage amount, responsible to the amount of rainfall which happens every 100 years. In particular, the SSB (Sustainable Structured wetland Biotop) system, which was the New Excellent Technology verified by the Ministry of Environment (No. 258) was applied to enhance ecological functioning and water quality with the detention as a constructed wetland. At stage two, the treatment plans for non-point pollutant source occurred at the initial period of rain, flowing into the detention system were built for purifying the water of the retention pond at the base of the detentions, and the water-circulation system was designed at the dispersal detentions on the period of regular rainfalls. The non-point pollutant source flowing into detention site was calculated as $11,699m^3/d$ flowing down from seven small watersheds, which occurred at the initial period of rain. In particular the SSB systems improved the average efficiency of the water processing performance to BOD 60%, SS 90%, T-N 30%, T-P 60%. At stage three, the ecological network and biological diversity were strongly considered so that it brought the residents with amenity places. In particular, the dispersal detentions were successfully designed to restore the ecological habitat of endangered plant and animal species such as narrow-mouthed.

• Journal of Fisheries and Marine Sciences Education
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• v.29 no.2
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• pp.333-342
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• 2017

In this study, we studied and analyzed 3,751 ships regarding detention list of Tokyo MOU from 2013 to 2015 total for 36 months. The Member Authorities of the MOU has 20 committee consists of Korea and Peru joined in 2015. 1,250 ships in a year and 140 ships in a month are granted PSC Action Code-30 corresponding to detention. Averagely, 30,943 ships in a year and 2,579 ships have been received PSC inspection. Additionally, according to this PSC inspection, rate of Detention reaches to 4.04%. When it comes to Korean Flag Ships however, the number of Detention ships of Tokyo MOU has been rather increased from 3 ships in 2013 to 18 ships during 2years. Furthermore, MOU in the all over the world, the number of ships had Detention has largely increased from 5 ships to 9 up-to 19ships. The number of Detention Ships has been reached to 44.8% of 1~2 days period of Detentions, under 3~10 days period of Detentions reaches to 34.7% and over 10 days detention reaches 10.3%, which cause economically enormous loss. Continually, each MOU has been implemented Concentrated Inspection Campaign(CIC) annually. Each MOU including Tokyo MOU implemented "Crew Familiarization for Enclosed Space Entry" for 3 month from september, and During this period, Concentrated Inspection were carried out to 8,429 ships of Tokyo MOU. Accordingly, If ships and owners can get the information of CIC and deliver the information to the ship, then Ships can minimize the rate of Detention by thoroughly preparing for PSC Inspection. In addition, Bulk Carrier and General Cargo ship occupy 50% of rate of Detention and it shows that majority of list among Nature of Deficiencies are identical. Finally, If we can obtain the information of the ships inspected previously, We can reduce the number of detention by preparing for PSC inspection. And this will be able to contribute to shipping industry also.

• Proceedings of the Korea Water Resources Association Conference
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• 2006.05a
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• pp.884-888
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• 2006

A system was developed to size flood detention storages at the planned Dangjin residing district. Components of system is consisted of module for deriving relationship between elevation and storage, module for calculating sediment elevation, module for setting outflow sizes and elevations, module for reservoir flood routing, and module for ascertaining sizes of detention facilities. And a system was constructed with Visual Basic 6.0. Using this system, sizes of flood detentions are able to be determined very easily and rapidly only by pushing command buttons and by viewing results.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.7 no.1
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• pp.97-109
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• 2004

The disposal of stormwater is one of the major problems in urban water management. One method of reducing peak runoff rates and other detrimental impacts of stormwater is detention storage. Detention ponds as a water quality control alternatives have been investigated by a number of researchers. Recognizing multiple roles such as flood peak attenuation, pollution removal and aesthetic enhancement, the design and management of detentions ponds deserve more research. The purpose of this research is to establish design criteria wet detention ponds to improve water quality. Water quality in detention pond discharge might be improve with physical, chemical and biological alterations. Physical alteration was focused in this study. There are several methods for estimating the suspended solid control capability of wet detention ponds. Existing models of suspended solids removal are based on sedimentation and gravity settling theory. The pollutant trap efficiency of pond is a function of several interrelating factors. Detention time is the most important factor, because it determine gravity settling quantities of pollutants. Desirable modification of physical factors for improvement of water quality in wet detention ponds are volume ratio, area ratio, length to width ratio, depth, out let location, bottom soil type. In order to apply design procedure in actual site, Namak new town development area was selected.

• Journal of Korea Port Economic Association
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• v.25 no.2
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• pp.149-176
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• 2009

In Count case, the owners claimed from the charterers the amount of their loss resulting from the delay to the Count caused by the blockage of the channel due to stranding of the Pongola on the ground that this loss resulted from breach by the charterers of the safe port provisions. The Claim was referred to arbitration and dealt with on written submission. In a reasoned award, the arbitrators upheld the owners' claim. The charterers seek an order reversing the award or remitting it to the arbitrators for further consideration : (1) That the tribunal was wrong to find that the port of Beira was unsafe and that in consequence the charterers were liable to the owners in damages for detention. (2) That the tribunal was wrong to find that the port was unsafe in the abstract by reference to the fact that two other vessels had grounded there. (3) Having held that the Count was delayed for a little over four days by the fact that, after the charterers had nominated the port, the Pongola had grounded in the access channel, the tribunal should have held that the port was not prospectively unsafe. On the that the grounding the Pongola was caused by the characteristics which made the port an unsafe port to nominate for the Count. The court was held that it was not an independent event which broke the chain of causation between the breach of contract and the owner's loss. For those reasons, the court was upheld the arbitrator's award.