• The Korean Journal of Air & Space Law and Policy
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• v.18
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• pp.41-64
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• 2003

This paper describes the liability regime of the air carrier under the Montreal Convention of 1999 for the international cargo, comparing to those of the existing Warsaw system. Also this paper deals with main issues of the Montreal Convention which are relevent for the carrier's liability in the carriage of the air cargo. The Warsaw Convention was adopted in 1929 and modified successively in 1955, 1961, 1971, 1975, and 1999. The Montreal Convention of 1999 modernized and consolidated the Warsaw Convention and related instruments. The air carrier is liable by application of principle of strict liability as stated in the Montreal Convention : The carrier is liable for the destruction or loss of, or damage to cargo and delay during the carriage by air, and the carrier's liability is limited to a sum of 17 Special Drawing Rights per kilogramme. However, the Montreal Convention has some outstanding issues with respect to the liability of the air carrier : potential conflicts between the Montreal Convention and the Warsaw Convention, the amounts of limits of the carrier's liability, the duration of the carrier's liability, the exessive litigation, and the aviation insurance. Therefore, the conditions and limits of the carrier's liability under the Montreal Convention should be readjusted and regulated in detail.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.12
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• pp.377-401
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• 1999

This study is focused on the privity of the contract of carriage of goods by sea, so to speak, privity between B/L holder and carrier by transfer of bill of lading, privity by attornment to delivery order and conflict between bills of lading and charterparty terms. Under a CIF contract, possession of the bill of lading is equivalent to possession of the goods, and delivery of the bill of lading to the buyer or to a third party may be effective to pass the property in the goods to such person. The bill of lading is a document of title enabling the holder to obtain credit from banks before the arrival of the goods, for the transfer of the bill of lading can operate as a pledge of the goods themselves. In addition, it is by virtue of the bill of lading that the buyer or his assignee can obtain redress against the carrier for any breach of its terms and of the contract of carriage that it evidences. In other words the bill of lading creates a privity between its holder and the carrier as if the contract was made between them. The use of delivery orders in overseas sales is commen where bulk cargoes are split into more parcels than there are bills of lading, and this practice gives rise to considerable difficulties. For example, where the holder of a bill of lading transferred one of the delivery orders to the buyer who presented it to the carrier and paid the freight of the goods to which the order related, it was held that there was a contract between the buyer and the carrier under which the carrier could be made liable in repect of damage to the goods. The contract was on the same terms as that evidenced by, or contained in, the bill of lading, which was expressly incorporated by reference in the delivery order. If the transferee of the delivery order presents it and claims the goods, he may also be taken to have offered to enter into an implied contract incorporating some of the terms of the contract of carriage ; and he will, on the carrier's acceptance of that offer, not only acquire rights, but also incur liabilities under that contract. Where the terms of the charterparties conflict with those of the bills of lading, it is interpreted as below. First, goods may be shipped in a ship chartered by the shipper directly from the shipowner. In that case any bill of lading issued by the shipowner operates, as between shipowner and charterer, as a mere receipt. But if the bill of lading has been indorsed to a third party, between that third party and carrier, the bill of lading will normally be the contract of carriage. Secondly, goods may be shipped by a seller on a ship chartered by the buyer for taking delivery of the goods under the contract of sale. If the seller takes a bill of lading in his own name and to his own order, the terms of that bill of lading would govern the contractual relations between seller and carrier. Thirdly, a ship may be chartered by her owner to a charterer and then subchartered by the chaterer to a shipper, to whom a bill of lading may later be issued by the shipowner. In such a case, the bill of lading is regarded as evidencing a contract of carriage between the shipowner and cargo-owners.

• Journal of Periodontal and Implant Science
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• v.37 no.4
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• pp.733-742
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• 2007

Bone morphogenetic proteins have been shown to possess significant osteoinSductive potential, but in order to take advantage of this effect for tissue engineering, carrier systems are essential. Successful carrier systems must enable vascular and cellular invasion, allowing BMP to act as a differentiation factor. The carrier should be reproducible, non-immunogenic, moldable, and space-providing, to define the contours of the resulting bone. The purpose of this study was to review available literature, in comparing various carriers of BMP on rat calvarial defect model. The following conclusions were deduced. 1. Bone regeneration of ACS/BMP, ${\beta}-TCP/BMP$, FFSS/BMP, $FFSS/{\beta}-TCP/BMP$, MBCP/BMP group were significantly greater than the control groups. 2. Bone density in the ACS/BMP group was greater than that in ${\beta}-TCP$, FFSS, $FFSS/{\beta}-TCP$ carrier group. 3. Bone regeneration in FFSS/BMP group was less than in ACS/BMP, ${\beta}-TCP/BMP$, MBCP/BMP group. However, New bone area of $FFSS/{\beta}-TCP/BMP$ carrier group were more greater than that of FFSS/BMP group. ACS, ${\beta}-TCP$, FFSS, $FFSS/{\beta}-TCP$, MBCP were used for carrier of BMP. However, an ideal carrier which was reproducible, non-immunogenic, moldable, and space-providing did not exist. Therefore, further investigation are required in developing a new carrier system.

• Journal of Korean Society of Transportation
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• v.26 no.4
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• pp.51-61
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• 2008

Most of Korea's 15 local airports, with the exception Jeju, Gimpo and Gimhae airports, have been several billion Won in the red each year. It has been reported that one of the causes of the poor financial performance is inaccurate air traffic demand predictions. Under the situation, the entry of low-cost carrier air service using turbo-prop airplanes into the domestic airlines market gets a wide range of support, which is expected to promote the convenience of consumers and help to activate local airports. In this study, the authors (1) suggest a high-speed transport demand model among existing airlines, Korea Train Express (KTX) and low-cost carrier air service; (2) try to make low-cost air carrier demand predictions for a route between Seoul and Daegu through a stated-preference survey; and (3), examine possible effectiveness of selected policy measures by establishing an estimation model. First, fare has a strong influence for mode choice between high-speed transport modes when considering the entry of low-cost carrier air service between Seoul and Daegu. Even low-cost carrier air service fare is set at 38,000 won, which is considerably low compared with that of KTX, in the regions where the total travel time is the same for both low-cost carrier air service and KTX, the probability of selecting low-cost carrier air service is 0.1, which shows little possibility of modal change between high speed transportation means. It is suggested that the fare of low-cost air service between Seoul and Daegu should be within the range of from of 38,000 to 44,000 Won; if it is higher, the demand is likely to be lower than expected.

• Journal of Ship and Ocean Technology
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• v.11 no.3
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• pp.24-38
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• 2007

It is a very challenging work to design large Arctic LNG carrier, since LNG carrier requires high reliability for the structural safety and the environment of Arctic region is known to be very severe. Therefore, special attention should be paid for the verifying the structural safety of LNG career particularly with regard to LNG leakage. In this paper, the safety of the hull structure and cargo containment system of 208K MK $III^{TM}$ type LNG carriers with Arc4 is investigated based on the direct calculation of ice loads as well as wave loads. From the whole investigation, it is clear that the developed vessel - 208K MK $III^{TM}$ type LNG carrier with RMRS Ice class Arc4 - has enough strength and is safe to be operated in Arctic region.

• 제어로봇시스템학회:학술대회논문집
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• 2003.10a
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• pp.2147-2150
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• 2003

Recently, many technologies of the P.L.C (Power Line Carrier) are introduced for an efficient communication. P.L.C communication sends information in the carrier signals by conduction over the power wire. An arc detector is proposed in this paper for the effective transmission. The Power Line Carrier has an advantage in low cost because it uses existent power line. It can be easily applied anywhere that a power line socket is available. But the P.L.C. is very noisy, because many electronic devices in generate electronic noise in modulated signals. This problem should be considered carefully in the design of the arc detector system using P.L.C in railway. The proposed system can be applied for monitoring the arc detector system and the arc locator system in railway. Hence the system will be able to exchange the arc information to be T.C.M.S. (Train Control Management System), bogies and even between a station and trains in railway and use to suspicion fire in train.

• Journal of Korean Academy of Nursing
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• v.33 no.6
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• pp.686-692
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• 2003

Purpose: To assess the effect of handwashing improving program and MRSA carrier detection program on MRSA(methicillin resistant Staphylococcus aureus) infection rate in a intensive care unit. Method: The intervention was Nosocomial Infection(NI) control program consisted of hand washing improving program and identification and treatment of MRSA carrier. Data on the NI and MRSA infections were collected by an infection control nurse based on the definition of CDC. MRSA infection rates were calculated by the number of MRSA infection per 100 admissions or 1,000 patients-days. The difference of MRSA infection rates between pre and post intervention was tested by Chi-square at =.05. Result: MRSA infection rates 3.0% or 3.2 per 1,000 patient-days at the pre, 4.6% or 3.7 per 1,000 patient-days at the post, and the differences were not statistically significant (p=.411, p=.769 respectively). Conclusion: The handwashing improving program and MRSA carrier detection program was not effective in reducing the Nosocomial Infection(NI) or MRSA infection rates. It is recommended further studies with a longer intervention and follow-up period.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.34 no.11
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• pp.42-46
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• 2006

As an application of SDINS/GPS integration for its synergistic results, the SDINS alignments utilizing GPS carrier phase rate measurements. A measurement model of GPS carrier phase rate is derived in order to be used with SDINS alignment process. For in-flight alignment, the performance of the suggested SDINS/GPS integration method is analyzed using the covariance analysis and its results are confirmed by those of van test. Consequently, it is shown that all states of the SDINS integrated system by utilizing GPS carrier phase rate measurements can be estimated more efficiently than a general SDINS/GPS during in-flight alignment.

• Korean Journal of Materials Research
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• v.25 no.9
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• pp.487-491
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• 2015

In photovoltaic power generation where minority carrier generation via light absorption is competing against minority carrier recombination, the substrate thickness and material quality are interdependent, and appropriate combination of the two variables is important in obtaining the maximum output power generation. Medici, a two-dimensional semiconductor device simulation tool, is used to investigate the interdependency in relation to the maximum power output in front-lit Si solar cells. Qualitatively, the results indicate that a high quality substrate must be thick and that a low quality substrate must be thin in order to achieve the maximum power generation in the respective materials. The dividing point is $70{\mu}m/5{\times}10^{-6}sec$. That is, for materials with a minority carrier recombination lifetime longer than $5{\times}10^{-6}sec$, the substrate must be thicker than $70{\mu}m$, while for materials with a lifetime shorter than $5{\times}10^{-6}sec$, the substrate must be thinner than $70{\mu}m$. In substrate fabrication, the thinner the wafer, the lower the cost of material, but the higher the cost of wafer fabrication. Thus, the optimum thickness/lifetime combinations are defined in this study along with the substrate cost considerations as part of the factors to be considered in material selection.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.36 no.5A
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• pp.441-449
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• 2011

Sample timing offset (STO) and carrier frequency offset (CFO) are caused by inter-symbol interference (ISI), inter-carrier interference (ICI) and phase error in orthogonal frequency division multiplexing (OFDM) system. OFDM characteristic is sensitive about STO and CFO. So when ICI occurs, compensation is hard and complex equalizer is needed. In this paper, we propose an effective correction method using feedback process with pilot and synchronization symbol. After feedback with estimated value in frequency domain, STO and CFO are corrected by control sample & and holder and oscillator. As a result of simulation, we confirm that STO and CFO can be corrected without equalizer through feedback.