• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.49
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• pp.283-324
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• 2011

The purpose of this paper is to research the air waybill and the carrier's liability in respect of the carriage of cargo by air under the Montreal Convention of 1999. The Warsaw Convention for the unification of certain rules for international carriage by air 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. Under the Montreal Convention, in respect of the carriage of cargo, the air waybill shall be made out by the consignor. If, at the request of the consignor, the carrier makes it out, the carrier shall be deemed to have done so on behalf of the consignor. The air waybill shall be made out in three orignal parts. Under the Montreal Convention, the consignor shall indemnify the carrier against all damages suffered by the carrier or any other person to whom the carrier is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statement furnished by the consignor or on its behalf. The air waybill is not a document of title or negotiable instrument. Under the Montreal Convention, the air waybill is prima facie evidence of the conclusion of the contract, of the acceptance of the cargo and of the conditions of carriage. If the carrier carries out the instructions of the consignor for the disposition of the cargo without requiring the production of the part of the air waybill, the carrier will be liable, for any damage which may be accused thereby to any person who is lawfully in possession of the part of the air waybill. Under the Montreal Convention, the carrier is liable by application of principle of strict liability for the damage sustained during the carriage of cargo by air. The carrier is liable for the destruction or loss of, or damage to cargo and delay during the carriage by air. The period of the carriage by air does not extend to any carriage by land, by sea or by inland waterway performed outside an airport. Under the Montreal Convention, the carrier's liability is limited to a sum of 17 Special Drawing Rights per kilogramme. Any provision tending to relieve the carrier of liability or to fix a lower limit than that which is laid down in this Convention shall be and void. Under the Montreal Convention, if the carrier proves that the damage was caused by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he derives his rights, the carrier shall be wholly or partly exonerated from ist liability to the claimant to the extent that such negligence or wrongful act or omission caused the damage. Under the Montreal Convention, any action for damages, however founded, whether under this Convention or in contract or in tort or otherwise, can only be brought subject to the conditions and such limits of liability as are set out in this Convention. Under the Montreal Convention, in the case of damage the person entitled to delivery must complain to the carrier forthwith after the discovery of the damage, and at the latest, within fourteen days from the date of receipt of cargo. In the case of delay, the complaint must be made at the latest within twenty-one days from the date on which the cargo has been placed at his disposal. if no complaint is made within the times aforesaid, no action shall lie against the carrier, save in the case of fraud on its part. Under the Montreal Convention, the right to damage shall be extinguished if an action is not brought within a period of two years, reckoned from the date of arrival at the destination, or from the date on which the aircraft ought to have arrived, or from the date on which the carriage stopped. In conclusion, the Montreal Convention has main outstanding issues with respect to the carrier's liability in respect of the carriage of cargo by air as follows : The amounts of limits of the carrier's liability, the duration of the carrier's liability, and the aviation liability insurance. Therefore, the conditions and limits of the carrier's liability under the Montreal Convention should be readjusted and regulated in detail.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.6C
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• pp.259-265
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• 2012

This paper investigates engineering characteristics of lightweight soils mixed with air foam and tire powder. Lightweight soils could be used as foundation materials, back-fills of reducing vibrating or abutment, and so on. Unconfined and triaxial compression tests were carried out to analyze strength and deformation characteristics of lightweight soils by changing target moist unit weight and cement contents. In comparison with strength characteristics of two different kinds of lightweight soils with same most unit weights ($13kN/m^3$), unconfined compression tests showed similar compressive strength, however, triaxial compression tests showed that compressive strength of lightweight soils mixed with waste tire powder was relatively larger strength than that of lightweight soils mixed with air foam because of elasticity of waste tire powder. Also, unconfined and triaxial compressive strengths of most of lightweight soils increase with increases of moist unit weight and cement contents. However, the strength of lightweight soils mixed with air foam under $11kN/m^3$, when moist unit weight exceeds a certain cement contents, decreases even though cement contents increase because of the effect in a void gap of air foam.

• Journal of Advanced Marine Engineering and Technology
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• v.37 no.4
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• pp.351-357
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• 2013

In flip chip packaging, underfill process is used to fill epoxy bonder into the gap between a chip and a substrate in order to improve the reliability of electronic devices. Underfill process by capillary motion can give rise to unwanted air void formations since the arrangement of solder bumps affects the interfacial dynamics of flow meniscus. In this paper, the unsteady flows in the capillary underfill process are visualized and then the racing effect and merging of the meniscus are investigated according to the arrangement of solder bumps. The result is shown that at higher bump density, the fluid flow perpendicular to the main direction of flow becomes stronger so that more air voids are formed. This phenomenon is more conspicuous at a staggered bump array than at a rectangular bump array.

• International Journal of Highway Engineering
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• v.17 no.6
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• pp.1-9
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• 2015

PURPOSES : The objective of this study is to propose a quality control and quality assurance method for use during asphalt pavement construction using non-destructive methods, such as ground penetrating radar (GPR) and an infrared (IR) camera. METHODS : A 1.0 GHz air-coupled GPR system was used to measure the thickness and in situ density of asphalt concrete overlay during the placement and compaction of the asphalt layer in two test construction sections. The in situ density of the asphalt layer was estimated based on the dielectric constant of the asphalt concrete, which was measured as the ratio of the amplitude of the surface reflection of the asphalt mat to that of a metal plate. In addition, an IR camera was used to monitor the surface temperature of the asphalt mat to ensure its uniformity, for both conventional asphalt concrete and fiber-reinforced asphalt (FRA) concrete. RESULTS : From the GPR test, the measured in situ air void of the asphalt concrete overlay gradually decreased from 12.6% at placement to 8.1% after five roller passes for conventional asphalt concrete, and from 10.7% to 5.9% for the FRA concrete. The thickness of the asphalt concrete overlay was reduced from 7.0 cm to 6.0 cm for the conventional material, and from 9.2 cm to 6.4 cm for the FRA concrete. From the IR camera measurements, the temperature differences in the asphalt mat ranged from $10^{\circ}C$ to $30^{\circ}C$ in the two test sections. CONCLUSIONS : During asphalt concrete construction, GPR and IR tests can be applicable for monitoring the changes in in situ density, thickness, and temperature differences of the overlay, which are the most important factors for quality control. For easier and more reliable quality control of asphalt overlay construction, it is better to use the thickness measurement from the GPR.

• Journal of the Korea Concrete Institute
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• v.26 no.5
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• pp.607-614
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• 2014

The purpose of this dissertation was to investigate the effect of mineral admixtures, such as fly ash, blast furnace slag powder, meta kaolin and silica fume, on the basic properties and durability of crushed sand shotcrete, selecting a series of shotcrete mixtures with a variable admixture. Compressive strength increased as the content of mineral admixtures increased, specially it was the most effective when using meta kaolin both at sample specimen and core after shotcreting. Rapid chloride ion permeability test and sulfuric acid resistance test showed that both durability increased as the substitute rate of mineral admixture increased. In air void analysis with image analysis, the targeted the spacing factor and specific surface were not satisfied because air-entrained agent was not used.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.13 no.3
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• pp.13-24
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• 1993

The influence of the bubble structure and strength characteristics on the freeze-thaw resistance of high strength concrete is investigated by the laboratory experiment. The test conditions are formed in the manner that water is continueusly supplied externally and the specimens were received severe weather actions from ordinary to significantly low temperatures. The experiments are performed in two stages. In the first stage, the relation between the durability to frost action and the bubble structure is analyzed especially with respect to the water-cement ratio and the amount of air. The AE and non-AE concrete specimens made of ordinary portland cement are used in the test. In the second stage, the non-AE concrete specimens using vibratory compaction to improve the durability to frost action, and the high watertight specimens of rapid hardening portland cement to increase their initial strength are produced and tested. The degree of watertightness of the specimens is determined by measuring the permeability of the specimens and the bubble structure of the high watertight concrete is also estimated.

• Journal of the Korea Computer Graphics Society
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• v.10 no.3
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• pp.52-60
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• 2004

This paper presents a physically based technique for simulating complex multiphase fluids. This work is motivated by the "stable fluids" method developed by Stam to handle gaseous fluids. We extend this technique to water, which calls for the development of methods for modeling multiphase fluids and suppressing dissipation. We construct a multiphase fluid formulation by combining the Navier-Stokes equations with the level set method. By adopting constrained interpolation profile (CIP)-based advection, we reduce the numerical dissipation and diffusion significantly. We further reduce the dissipation by converting potentially dissipative cells into droplets or bubbles that undergo Lagrangian motion. Due to the multiphase formulation, the proposed method properly simulates the interaction of water with surrounding air, instead of simulating water in a void space. Moreover. the introduction of the non-dissipative technique means that, in contrast 10 previous methods, the simulated water does not unnecessarily lose mass and its motion is not damped to an unphysical extent. Experiments showed that the proposed method is stable and runs fast. It is demonstrated that two-dimensional simulation runs in real-time.

• Proceedings of the Korean Vacuum Society Conference
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• 2013.02a
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• pp.367-367
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• 2013

Commercial applications of indium tin oxide (ITO) can be separated into two useful areas. As it is perceived to bear electrical properties and optical transparency at once, its chance to apply to promising fields, usually for an optical device, gets greater in the passing time. ITO is one of the transparent conducting oxides (TCO), and required to carry the relative resistance less than $10^{-3}{\Omega}$/cm and transmittances over 80 % in the visible wavelength of light. Because ITO has considerable refractive index, there exist applications for anti-reflection coatings. Anti-reflection properties require gradual change in refractive index from films to air. Such changes are obtained from film density or nano-clustered fractional void. Glancing angle deposition (GLAD) method is a well known process for adjusting nanostructure of the films. From its shadowing effects, GLAD helps to deposit well-controlled porous films effectively. In this study, we are comparing the reference sample to samples coated with controlled ITO multilayer accumulated by an e-beam evaporation system. At first, the single ITO layer samples are prepared to decide refractive index with ellipsometry. Afterwards, ITO multilayer samples are fabricated and fitted by multilayer ellipsometric model based on single layer data. The structural properties were measured by using atomic force microscopy (AFM), and by scanning X-ray diffraction (XRD) measurements. The ellipsometry was used to determine refractive indices and extinction coefficient. The optical transmittance of the film was investigated by using an ultraviolet-visible (UV-Vis) spectrophotometer.

• Asian Journal of Atmospheric Environment
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• v.5 no.2
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• pp.113-120
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• 2011

Adsorbent combination studies have been carried out to remove nitrogen dioxide ($NO_2$) and volatile organic compounds (VOCs: BTEX) out of a subway environment characterized by high flow and low concentration. Optimal conditions for the high removal efficiency of the concerned target compounds were obtained through testing a series of control factors such as adsorbent sorts, thicknesses, and superficial velocity. It was found that the efficiencies increased as the specific surface area of activated carbon and its thickness increased, and external void fraction decreased. Furthermore, mixed activated carbon with granular and constructed contents was extensively tested to reduce pressure drop through the carbon bed. It was found that the performance of higher contents of granular activated carbon was better than that of higher contents of the constructed carbon. When the mixed carbon was applied to the subway ventilation system in order to eliminate $NO_2$ and VOC simultaneously, the removal efficiencies were found to be 75% and 85%, respectively.

• Journal of Electrical Engineering and Technology
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• v.10 no.5
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• pp.2089-2098
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• 2015

With the continuous development in insulation of electrical equipment design, the reliability of the system has been enhanced. However, in the manufacturing process and during operation under continues stresses introduce local defects, such as voids between interfaces that can responsible to occurrence of partial discharge (PD), electric field distortion and accumulation of charges. These defects may lead to localize corrosion and material degradation of insulation system, and a serious threat to the equipment. A model of three layers of PI film with air gap is presented to understand the influence of interface and voids on exploitation conditions such as strong electrical field, PD activity and charge movement. The analytical analysis, and experimental results are good agreement and show that the lose contact between interfaces accumulate more residual charges and in consequences increase the electric field intensity and accelerates internal discharges. These residual charges are trapped charges, injected by the electrodes has often same polarity, so the electric field in cavities increases significantly and thus partial discharge inception voltage (PDIV) decreases. Contrary, number of PD discharge quantity increases due to interface. Interfacial polarization effect has opposite impact on electric field and PDIV as compare to void.